All data provided in this document is non-binding. This data serves informational

purposes only and is especially not guaranteed in any way. Depending on the

subsequent specific individual projects, the relevant data may be subject to

changes and will be assessed and determined individually for each project. This

will depend on the particular characteristics of each individual project, especially

D2366542EN Printed in Germany GGKMD-AUG-02160.5

MAN Diesel & Turbo
86224 Augsburg, Germany
Phone +49 821 322-0
Fax
marineengines-de@mandieselturbo.com
www.mandieselturbo.com

+49 821 322-3382

MAN Diesel & Turbo – a member of the MAN Group

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MAN 32/40
Project Guide – Marine

Four-stroke diesel engine compliant with
IMO Tier III

Page 2

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MAN 32/40
Project Guide – Marine
Four-stroke diesel engines compliant with IMO Tier III

Revision ............................................ 04.2014/1.0

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tional purposes only and is especially not guaranteed in any way. Depending
on the subsequent specific individual projects, the relevant data may be sub-
ject to changes and will be assessed and determined individually for each
project. This will depend on the particular characteristics of each individual
project, especially specific site and operational conditions.

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MAN Diesel & Turbo SE
86224 Augsburg
Phone +49 (0) 821 322-0
Fax +49 (0) 821 322-3382
www.mandieselturbo.com

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Table of contents

Introduction .......................................................................................................................................... 11

1.1 Medium speed propulsion engine programme ........................................................................ 11
Engine description MAN 32/40 IMO Tier III .............................................................................. 12
1.2
Engine overview and SCR system components ....................................................................... 16
1.3

Engine and operation ........................................................................................................................... 21

2.1
2.2
2.3

2.4

2.5

2.6
2.7

2.8
2.9

Approved applications and destination/suitability of the engine ........................................... 21
Certification IMO Tier III ............................................................................................................ 23
SCR – Special notes .................................................................................................................. 23
Principle of SCR technology ................................................................................... 23
2.3.1
System overview .................................................................................................... 24
2.3.2
Scope of supply ..................................................................................................... 24
2.3.3
2.3.4 Operation ............................................................................................................... 25
Boundary conditions for SCR operation ................................................................. 25
2.3.5
Performance coverage for SCR system .................................................................. 26
2.3.6
Engine design ............................................................................................................................ 27
Engine cross section .............................................................................................. 27
2.4.1
Engine designations – Design parameters .............................................................. 29
2.4.2
Turbocharger assignments ..................................................................................... 29
2.4.3
Engine main dimensions, weights and views – Electric propulsion .......................... 30
2.4.4
Engine main dimensions, weights and views – Mechanical propulsion ................... 32
2.4.5
2.4.6 Main dimensions, weights and views of SCR components ..................................... 33
Engine inclination ................................................................................................... 37
2.4.7
Engine equipment for various applications ............................................................. 38
2.4.8
Ratings (output) and speeds .................................................................................................... 41
2.5.1 General remark ...................................................................................................... 41
Standard engine ratings ......................................................................................... 41
2.5.2
Engine ratings (output) for different applications ..................................................... 42
2.5.3
Derating, definition of P_Operating ......................................................................... 43
2.5.4
Engine speeds and related main data .................................................................... 44
2.5.5
Speed adjusting range ........................................................................................... 45
2.5.6
Increased exhaust gas pressure due to exhaust gas after treatment installations ............... 46
Starting ...................................................................................................................................... 49
2.7.1 General remarks .................................................................................................... 49
Requirements on engine and plant installation ........................................................ 49
2.7.2
Starting conditions ................................................................................................. 50
2.7.3
Low load operation ................................................................................................................... 52
Start up and load application ................................................................................................... 54
2.9.1 General remarks .................................................................................................... 54
Start up time .......................................................................................................... 54
2.9.2
Load application – Cold engine (emergency case) .................................................. 57
2.9.3

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2.9.4
2.9.5
2.9.6

Load application for electric propulsion/auxiliary GenSet ........................................ 58
Load application – Load steps (for electric propulsion) ........................................... 60
Load application for mechanical propulsion (FPP and CPP) ................................... 63
2.10 Engine load reduction ............................................................................................................... 65
2.11 Engine load reduction as a protective safety measure ........................................................... 66
2.12 Engine operation under arctic conditions ................................................................................ 66
2.13 GenSet operation ....................................................................................................................... 70
2.13.1 Operating range for GenSet/electric propulsion ...................................................... 70
2.13.2 Available outputs and permissible frequency deviations ......................................... 71
2.13.3 Generator operation/electric propulsion – Power management .............................. 72
2.13.4 Alternator – Reverse power protection ................................................................... 73
2.13.5 Earthing measures of diesel engines and bearing insulation on alternators ............. 74
2.14 Propeller operation, suction dredger (pump drive) ................................................................. 76
2.14.1 General remark for operating ranges ...................................................................... 76
2.14.2 Operating range for controllable pitch propeller (CPP) ............................................ 78
2.14.3 General requirements for the CPP propulsion control ............................................. 79
2.14.4 Operating range for fixed pitch propeller (FPP) ....................................................... 82
2.14.5 General requirements for the FPP propulsion control ............................................. 83
2.14.6 Operating range for mechanical pump drive ........................................................... 85
2.15 Fuel oil, urea, lube oil, starting air and control air consumption ............................................ 86
2.15.1 Fuel oil consumption for emission standard: IMO Tier III ......................................... 86
2.15.2 Urea consumption for emission standard IMO Tier III .............................................. 91
2.15.3 Lube oil consumption ............................................................................................. 91
2.15.4 Compressed air consumption – SCR reactor ......................................................... 92
2.15.5 Starting air and control air consumption ................................................................. 93
2.15.6 Recalculation of fuel consumption dependent on ambient conditions ..................... 93
2.15.7 Influence of engine aging on fuel consumption ....................................................... 94
2.16 Service support pumps for lower speed range of FPP applications ....................................... 95
2.17 Planning data for emission standard: IMO Tier II – Electric propulsion ................................. 96
2.17.1 Nominal values for cooler specification – MAN L32/40 IMO Tier II – Electric propul-

sion ........................................................................................................................ 96

2.17.2 Nominal values for cooler specification – MAN V32/40 IMO Tier II – Electric propul-

sion ........................................................................................................................ 97

2.17.3 Temperature basis, nominal air and exhaust gas data – MAN L32/40 IMO Tier II –

Electric propulsion .................................................................................................. 99

2.17.4 Temperature basis, nominal air and exhaust gas data – MAN V32/40 IMO Tier II –

Electric propulsion ................................................................................................ 101

2.17.5 Load specific values at ISO conditions – MAN L/V32/40 IMO Tier II – Electric propul-

sion ...................................................................................................................... 102

2.17.6 Load specific values at tropical conditions – MAN L/V32/40 IMO Tier II – Electric

propulsion ............................................................................................................ 103
2.18 Planning data for emission standard: IMO Tier II – Mechanical propulsion with CPP ......... 104

2.18.1 Nominal values for cooler specification – MAN L32/40 IMO Tier II – Mechanical pro-

pulsion with CPP .................................................................................................. 104

2.18.2 Nominal values for cooler specification – MAN V32/40 IMO Tier II – Mechanical pro-

pulsion with CPP .................................................................................................. 106

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2.18.3 Temperature basis, nominal air and exhaust gas data – MAN L32/40 IMO Tier II –

Mechanical propulsion with CPP .......................................................................... 108

2.18.4 Temperature basis, nominal air and exhaust gas data – MAN V32/40 IMO Tier II –

Mechanical propulsion with CPP .......................................................................... 109

2.18.5 Load specific values at ISO conditions – MAN L/V32/40 IMO Tier II – Mechanical

propulsion with CPP, constant speed .................................................................. 110

2.18.6 Load specific values at tropical conditions – MAN L/V32/40 IMO Tier II – Mechanical

propulsion with CPP, constant speed .................................................................. 111
2.19 Planning data for emission standard: IMO Tier II – Mechanical propulsion with FPP ......... 112

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2.19.1 Nominal values for cooler specification – MAN L32/40 IMO Tier II – Mechanical pro-

pulsion with FPP .................................................................................................. 113

2.19.2 Nominal values for cooler specification – MAN V32/40 IMO Tier II – Mechanical pro-

pulsion with FPP .................................................................................................. 114

2.19.3 Temperature basis, nominal air and exhaust gas data – MAN L32/40 IMO Tier II –

Mechanical propulsion with FPP .......................................................................... 116

2.19.4 Temperature basis, nominal air and exhaust gas data – MAN V32/40 IMO Tier II –

Mechanical propulsion with FPP .......................................................................... 117

2.19.5 Load specific values at ISO conditions – MAN L/V32/40 IMO Tier II – Mechanical

propulsion with FPP ............................................................................................. 118

2.19.6 Load specific values at tropical conditions – MAN L/V32/40 IMO Tier II – Mechanical

propulsion with FPP ............................................................................................. 120

2.20 Planning data for emission standard: IMO Tier II – Suction dredger/pumps (mechanical

drive) ....................................................................................................................................... 121
2.20.1 Nominal values for cooler specification – MAN L32/40 IMO Tier II – Suction dredger/

pumps (mechanical drive) ..................................................................................... 121

2.20.2 Nominal values for cooler specification – MAN V32/40 IMO Tier II – Suction dredger/

pumps (mechanical drive) ..................................................................................... 123

2.20.3 Temperature basis, nominal air and exhaust gas data – MAN L32/40 IMO Tier II –

Suction dredger/pumps (mechanical drive) .......................................................... 125

2.20.4 Temperature basis, nominal air and exhaust gas data – MAN V32/40 IMO Tier II –

Suction dredger/pumps (mechanical drive) .......................................................... 126

2.20.5 Load specific values at ISO conditions – MAN L/V32/40 IMO Tier II – Suction

dredger/pumps (mechanical drive) ....................................................................... 127

2.20.6 Load specific values at tropical conditions – MAN L/V32/40 IMO Tier II – Suction

dredger/pumps (mechanical drive) ....................................................................... 128
2.21 Operating/service temperatures and pressures .................................................................... 130
2.22 Filling volumes and flow resistances ..................................................................................... 134
2.23 Internal media systems – Exemplary ..................................................................................... 136
2.24 Venting amount of crankcase and turbocharger ................................................................... 140
2.25 Exhaust gas emission ............................................................................................................. 141
2.25.1 Maximum allowable NOx emission limit value IMO Tier II and IMO Tier III .............. 141
2.25.2 Smoke emission index (FSN) ................................................................................ 141
2.26 Noise ........................................................................................................................................ 142
2.26.1 Airborne noise ...................................................................................................... 142
2.26.2 Intake noise ......................................................................................................... 144
2.26.3 Exhaust gas noise ................................................................................................ 146
2.26.4 Noise and vibration – Impact on foundation ......................................................... 148
2.27 Vibration .................................................................................................................................. 150

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2.27.1 Torsional vibrations .............................................................................................. 150
2.28 Requirements for power drive connection (static) ................................................................ 153
2.29 Requirements for power drive connection (dynamic) ........................................................... 155
2.29.1 Moments of inertia – Crankshaft, damper, flywheel .............................................. 155
2.29.2 Balancing of masses – Firing order ....................................................................... 157
2.29.3 Static torque fluctuation ....................................................................................... 159
2.30 Power transmission ................................................................................................................ 162
2.30.1 Flywheel arrangement .......................................................................................... 162
2.31 Arrangement of attached pumps ........................................................................................... 170
2.32 Foundation .............................................................................................................................. 172
2.32.1 General requirements for engine foundation ......................................................... 172
2.32.2 Rigid seating ........................................................................................................ 173
2.32.3 Chocking with synthetic resin ............................................................................... 179
2.32.4 Resilient seating ................................................................................................... 183
2.32.5 Recommended configuration of foundation .......................................................... 185
2.32.6 Engine alignment ................................................................................................. 193

Engine automation ............................................................................................................................. 195

3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8

SaCoSone system overview .................................................................................................... 195
Power supply and distribution ............................................................................................... 200
Operation ................................................................................................................................. 204
Functionality ............................................................................................................................ 205
Interfaces ................................................................................................................................ 208
Technical data ......................................................................................................................... 209
Installation requirements ....................................................................................................... 211
Engine-located measuring and control devices .................................................................... 213

Specification for engine supplies ...................................................................................................... 221

4.1

Explanatory notes for operating supplies – Diesel engines .................................................. 221
Lube oil ................................................................................................................ 221
4.1.1
Fuel ...................................................................................................................... 221
4.1.2
Engine cooling water ............................................................................................ 222
4.1.3
Intake air .............................................................................................................. 223
4.1.4
Urea ..................................................................................................................... 223
4.1.5
Compressed air – SCR catalyst ............................................................................ 223
4.1.6
Specification of lubricating oil (SAE 40) for operation with MGO/MDO and biofuels ........... 223
Specification of lubricating oil (SAE 40) for heavy fuel operation (HFO) .............................. 228
Specification of gas oil/diesel oil (MGO) ................................................................................ 232
Specification of diesel oil (MDO) ............................................................................................ 234
Specification of heavy fuel oil (HFO) ...................................................................................... 236
ISO 8217-2012 Specification of HFO ................................................................... 247
4.6.1
Viscosity-temperature diagram (VT diagram) ....................................................................... 249
4.7
Specification of engine cooling water .................................................................................... 251
4.8
4.9
Cooling water inspecting ........................................................................................................ 258
4.10 Cooling water system cleaning .............................................................................................. 259

4.2
4.3
4.4
4.5
4.6

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4.11 Specification of intake air (combustion air) .......................................................................... 261
4.12 Specification of compressed air ............................................................................................. 263
4.13 Specification of urea solution ................................................................................................. 264

Engine supply systems ...................................................................................................................... 267

5.2

5.1

Basic principles for pipe selection ......................................................................................... 267
Engine pipe connections and dimensions ............................................................ 267
5.1.1
Specification of materials for piping ...................................................................... 267
5.1.2
Installation of flexible pipe connections for resiliently mounted engines ................. 268
5.1.3
Condensate amount in charge air pipes and air vessels ....................................... 274
5.1.4
Lube oil system ....................................................................................................................... 277
Lube oil system diagram ...................................................................................... 277
5.2.1
Lube oil system description .................................................................................. 279
5.2.2
Low speed operation – Lube oil system ............................................................... 286
5.2.3
Prelubrication/postlubrication ............................................................................... 288
5.2.4
Lube oil outlets ..................................................................................................... 288
5.2.5
Lube oil service tank ............................................................................................ 292
5.2.6
Lube oil filter ......................................................................................................... 295
5.2.7
Crankcase vent and tank vent .............................................................................. 296
5.2.8
5.3 Water systems ......................................................................................................................... 298
Cooling water system diagram ............................................................................. 298
5.3.1
Cooling water system description ........................................................................ 302
5.3.2
Cooling water collecting and supply system ......................................................... 309
5.3.3
Low speed operation – Water system .................................................................. 309
5.3.4
5.3.5 Miscellaneous items ............................................................................................. 312
Cleaning of charge air cooler (built-in condition) by a ultrasonic device ................. 313
5.3.6
Turbine washing device, HFO-operation ............................................................... 315
5.3.7
Nozzle cooling system and diagram ..................................................................... 316
5.3.8
Nozzle cooling water module ............................................................................... 318
5.3.9
5.3.10 Preheating module ............................................................................................... 322
Fuel oil system ........................................................................................................................ 322
5.4.1 Marine diesel oil (MDO) treatment system ............................................................. 322
5.4.2 Marine diesel oil (MDO) supply system for diesel engines ..................................... 326
Heavy fuel oil (HFO) treatment system .................................................................. 334
5.4.3
Heavy fuel oil (HFO) supply system ....................................................................... 339
5.4.4
Fuel supply at blackout conditions ....................................................................... 349
5.4.5
Compressed air system .......................................................................................................... 350
Starting air system ............................................................................................... 350
5.5.1
Starting air vessels, compressors ......................................................................... 354
5.5.2
Jet Assist ............................................................................................................. 357
5.5.3
Engine room ventilation and combustion air ......................................................................... 358
Exhaust gas system ................................................................................................................ 360
5.7.1 General ................................................................................................................ 360
Components and assemblies of the exhaust gas system ..................................... 361
5.7.2
SCR system ............................................................................................................................. 361

5.6
5.7

5.8

5.4

5.5

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5.8.1 General ................................................................................................................ 361
As-delivered conditions and packaging ................................................................ 362
5.8.2
Transportation and handling ................................................................................. 362
5.8.3
Storage ................................................................................................................ 363
5.8.4
Components and assemblies of the SCR system ................................................. 363
5.8.5
Installation of the SCR system .............................................................................. 366
5.8.6
Recommendations ............................................................................................... 366
5.8.7

Engine room planning ........................................................................................................................ 369

6.1

6.2

Installation and arrangement ................................................................................................. 369
6.1.1 General details ..................................................................................................... 369
Installation drawings ............................................................................................. 370
6.1.2
Removal dimensions of piston and cylinder liner ................................................... 379
6.1.3
3D Engine Viewer – A support programme to configure the engine room ............. 385
6.1.4
Lifting device ........................................................................................................ 387
6.1.5
6.1.6 Major spare parts ................................................................................................. 390
Exhaust gas ducting ............................................................................................................... 391
Example: Ducting arrangement ............................................................................ 391
6.2.1
6.2.2 General details for Tier III SCR system duct arrangement ..................................... 391
Position of the outlet casing of the turbocharger .................................................. 393
6.2.3

Propulsion packages ......................................................................................................................... 395

7.1
7.2
7.3
7.4

General .................................................................................................................................... 395
Dimensions .............................................................................................................................. 396
Propeller layout data ............................................................................................................... 400
Propeller clearance ................................................................................................................. 400

Electric propulsion plants .................................................................................................................. 403

Advantages of diesel-electric propulsion .............................................................................. 403
8.1
Losses in diesel-electric plants .............................................................................................. 403
8.2
Components of an electric propulsion plant .......................................................................... 404
8.3
Electric propulsion plant design ............................................................................................. 405
8.4
Engine selection ...................................................................................................................... 406
8.5
E-plant, switchboard and alternator design .......................................................................... 407
8.6
Over-torque capability ............................................................................................................ 410
8.7
Power management ................................................................................................................ 411
8.8
8.9
Example configurations of electric propulsion plants ........................................................... 412
8.10 High-efficient diesel-electric propulsion plants with variable speed GenSets (EPROX) ...... 417
8.11 Fuel-saving hybrid propulsion system (HyProp ECO) ............................................................ 419

Annex .................................................................................................................................................. 421

9.1

9.2

Safety instructions and necessary safety measures ............................................................. 421
9.1.1 General ................................................................................................................ 421
Safety equipment and measures provided by plant-side ...................................... 421
9.1.2
Programme for Factory Acceptance Test (FAT) ..................................................................... 426

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9.3
9.4
9.5
9.6
9.7

9.8

Engine running-in ................................................................................................................... 429
Definitions ............................................................................................................................... 433
Abbreviations .......................................................................................................................... 438
Symbols ................................................................................................................................... 438
Preservation, packaging, storage .......................................................................................... 442
9.7.1 General ................................................................................................................ 442
Storage location and duration .............................................................................. 443
9.7.2
Follow-up preservation when preservation period is exceeded ............................. 444
9.7.3
Removal of corrosion protection .......................................................................... 444
9.7.4
Engine colour .......................................................................................................................... 444

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Index ................................................................................................................................................... 445

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1.1

Introduction

Medium speed propulsion engine programme

IMO Tier II compliant engine programme

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Figure 1: MAN Diesel & Turbo engine programme

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1.2

Engine description MAN 32/40 IMO Tier III

General

The “Work Horse” MAN 32/40 is in service 24 hours a day. With a power
output range of 3,000 to 9,000 kW, it is ideal for small and medium sized
applications. The interacting of all important parts results to low wear rates
and long maintenance intervals.

Marine main engines

Engine output is limited to 100 % of rated output for engines driving a pro-
peller. Engine output is limited to 110 % of rated output for engines driving a
alternator. Overload above 100 % permitted only briefly to prevent a fre-
quency drop during sudden load application.

Fuels for operation with SCR catalyst

The SCR components were special designed for operation with heavy fuel oil
(HFO) in accordance with specification DIN ISO 8217 up to sulphur content
of max. 3.5 % and optimised for our engine portfolio.

Fuels

The MAN 32/40 engine can be operated on heavy fuel oil with a viscosity up
to 700 mm2/s (cSt) at 50 °C. It is designed for fuel up to levels of quality
RMK700 according ISO8217 or RK700 according CIMAC 2003.

Stepped piston

Forged dimensionally stable steel crown (with shaker cooling) made from
high grade materials and skirt in spheroidal graphite cast iron (skirt also avail-
able in steel upon request). The stepped piston and the fire ring together pre-
vent “bore polishing” of the cylinder liner, thereby reducing operating costs
by keeping lubricating oil consumption consistently low. Chromium ceramic
coating of the first piston ring with wear resistant ceramic particles in the ring
surface results in minimal wear and tear, ensuring extremely long periods
between maintenance.

MAN Diesel & Turbo turbocharging system

Industry leading designed constant pressure turbocharging system using
state-of-the-art MAN Diesel & Turbo turbochargers with long bearing over-
haul intervals. High efficiency at full and part loads results in substantial air
surplus and complete combustion without residues and with low thermal
stresses on the combustion chamber components.

Cylinder head

The cylinder head has optimised combustion chamber geometry for
improved injection spray atomisation. This ensures balanced air-fuel mixture,
reducing combustion residue, soot formation and improving fuel economy.

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Valves

Exhaust valves are designed with armoured, water cooled seats that keep
valve temperatures down. Propellers on the exhaust valve shaft provide rota-
tion by exhaust gas, resulting in the cleaning effect of the valve seat area dur-
ing valve closing.

Service friendly design

Hydraulic tooling for tightening and loosening cylinder head nuts; clamps
with quick release fasteners and/or clamp and plug connectors; generously
sized access covers.

Cylinder liner

The precision machined cylinder liner and separate cooling water collar rest
on top of the engine frame and is there isolated from any external deforma-
tion, ensuring optimum piston performance and long service life.

SCR technology

MAN Diesel & Turbo decided to develop it's own SCR technology to be able
to optimise the emissions technology and the engine performance in addition
with the MAN Diesel & Turbo own SCR control programme to the utmost
customer benefit.

Common SCR systems require constantly high exhaust gas temperatures.
The MAN Diesel & Turbo SCR system however is an integrated system
(engine + SCR) that is automatically adjusting the exhaust gas temperature in
an optimal way to ensure ideal operation of both engine and SCR. For exam-
ple, the engine is operating at optimum condition, however the system is
registering an increasing backpressure over the SCR reactor. To resolve this,
the regeneration feature of the integrated SCR system is activated and the
wastegate engaged to increase exhaust gas temperature. After a short time,
the SCR system is regenerated and the engine can continue operation in the
design point area. Thus the SCR assures ideal engine operation by regener-
ating the SCR system whenever necessary to achieve minimum fuel oil con-
sumption. Nevertheless, the SCR system complies with the IMO Tier III regu-
lations on NOX emissions at any time.

Electronics – SaCoSone

The MAN 32/40 IMO Tier III is equipped with the latest generation of proven
MAN Diesel & Turbo engine management systems. SaCoSone combines all
functions of modern engine management into one complete system. Thor-
oughly integrated with the engine, it forms one unit with the drive assembly.

SaCoSone offers:

Integrated self-diagnosis functions

▪
▪ Maximum reliability and availability

Simple use and diagnosis

▪
▪ Quick exchange of modules (plug in)

▪

Trouble-free and time-saving commissioning

CCM plus OMD

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As a standard for all our 4-stroke medium speed engines manufactured
in Augsburg, these engines will be equipped with a Crankcase Monitor-
ing System (CCM = Splash oil & Main bearing temperature) plus OMD
(Oil mist detection). OMD and CCM are integral part of the MAN Diesel &
Turbo´s safety philosophy and the combination of both will increase the
possibility to early detect a possible engine failure and prevent subse-
quent component damage.

Device for variable injection timing (VIT)

The VIT is designed to influence injection timing and thus ignition pressure
and combustion temperature. That enables engine operation in different load
ranges well balanced between low NOx emissions and low fuel consumption.

New piston for increased compression ratio

The use of a new piston provides a higher compression ratio and gives a
faster reduction in temperature after the ignition of the fuel, thus reducing
NOx formation. The increase in compression ratio also compensates the
reduction in firing temperature due to retarded injection and hence the asso-
ciated increase in SFOC.

Committed to the future

Technologies which promise compliance with the IMO Tier III emission limits
valid from 2016 combined with further optimised fuel consumption and new
levels of power and flexibility are already under development at MAN Diesel &
Turbo. With this level of commitment MAN Diesel & Turbo customers can
plan with confidence.

Optional feature – Sealed Plunger Injection Pumps (SP Injection Pumps)

The MAN 32/40 is equipped with standard injection pumps.

As option the MAN 32/40 conventional injection system may be equipped
with Sealed Plunger Injection Pumps. SP Injection Pumps have been
designed for an operation with all specified fuel.

Benefit:

+ The fuel and the lube oil within the injection pumps are completely separa-
ted and cannot get in contact with each other, so that the leakage fuel of the
SP Injection Pumps can be completely reused again.

+ For the same reason, there is no need for sealing oil anymore in the case of
continuous MGO-operation.

Core technologies in-house

As well as its expertise in engine design, development and manufacture,
MAN Diesel & Turbo is also a leader in the engineering and manufacturing of
the key technologies which determine the economic and ecological perform-
ance of a diesel engine and constitute the best offer for our customers:

▪

High efficiency turbochargers

Advanced electronic fuel injection equipment

Electronic hardware and software for engine control, monitoring and
diagnosis

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▪

High performance exhaust gas after treatment systems

Our impressive array of computer aided design tools and one of the engine
industry’s largest, best-equipped foundries allow us to decisively shorten
product development and application engineering processes. Our mastery of
these engine technologies is the firm foundation for

▪

Low emissions

Low operating costs

Low life cycle costs

Long service life

MAN 16V32/40 High Dynamic

Together with our licencee we developed a unique version, a MAN 16V32/40
High Dynamic GenSet.

Features:

▪

7,248 kW outputmech

High Dynamic performance

Blackoutstart < 10 sec.

Part load optimised fuel consumption

Isochronous load sharing

This version has been adapted to the special needs of the offshore business.
All relevant project details need to be clarified on early project stage.

MAN Diesel & Turbo total system competence

As the leading engine builder in the marine sector, MAN Diesel & Turbo has
unrestricted access to the know-how required to design and execute highly
efficient SCR systems for both new engines and retrofit applications on
engines already in the field.

In MAN Diesel & Turbo´s case, this clear “Advantage” over other supplier of
SCR systems is further multiplied by our status as a global leader in the
design and manufacture of turbochargers and fuel injection systems for large
engines. MAN Diesel & Turbo and its PrimeServ after-sales organization is
ideally placed to supply and service the optimum SCR system for your
engine.

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1.3

Engine overview and SCR system components

Figure 2: SCR system components overview

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1 HT cooling water pump
3 Lube oil pump

2 LT cooling water pump
4 Exhaust heat shield

Figure 3: Engine overview, MAN L32/40 view on counter coupling side (CCS)

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1 Silencer
3 Charge air cooler

2 Turbocharger exhaust outlet
4 Camshaft cover

Figure 4: Engine overview, MAN L32/40 view on coupling side (CS)

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1 HT cooling water pump
3 Lube oil pump
5 Camshaft cover

2 LT cooling water pump
4 Exhaust heat shield

Figure 5: Engine overview, MAN V32/40 view on counter coupling side (CCS)

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1 Turbocharger exhaust outlet
3 Charge air cooler

2 Silencer

Figure 6: Engine overview, MAN V32/40 view on coupling side (CS)

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2.1

Engine and operation

Approved applications and destination/suitability of the engine

Approved applications

The MAN 32/40 IMO Tier III is designed as multi-purpose drive. It has been
approved by type approval as marine main engine and auxiliary engine by all
main classification societies (ABS, BV, CCS, ClassNK, CR, CRS, DNV, GL,
KR, LR, RINA, RS).

As marine main engine1) it may be applied for mechanical or diesel-electric
propulsion drive2) for applications as:

▪

Bulker, container vessel and general cargo vessel

Ferry and cruise liner

Tanker

Fishing vessel

Dredger and tugs in line with project requirements regarding required
high-torque performance engine will be adapted

▪ Others – to fulfill all customers needs the project requirements have to be

defined at an early stage

For the applications named above the MAN L32/40 can be applied for sin-
gle- and for multi-engine plants. For the applications named above the MAN
V32/40 can be applied for multi-engine plants.

The engine MAN 32/40 IMO Tier III as marine auxiliary engine it may be
applied for diesel-electric power generation2) for auxiliary duties for applica-
tions as:

▪

Auxiliary GenSet3)

Emergency GenSet – all project requirements such as maximum inclina-
tion and needed start up time need to be clarified at an early project
stage

Note:
The engine is not designed for operation in hazardous areas. It has to be
ensured by the ship's own systems, that the atmosphere of the engine room
is monitored and in case of detecting a gas-containing atmosphere the
engine will be stopped immediately.

1) In line with rules of classifications societies each engine whose driving force
may be used for propulsion purpose is stated as main engine.

2) See section Engine ratings (output) for different applications, Page 42.

3) Not used for emergency case or fire fighting purposes.

Offshore

For offshore applications it may be applied as mechanical or diesel-electric
drive4) or as auxiliary engine for applications for:

▪

Platforms/offshore supply vessels

Anchor handling tugs

▪
▪ General all kinds of service & supply vessels

▪

Drilling ships

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▪

Semi subs

FPSO (Floating Production Storage and Offloading Unit)

For the applications named above the MAN L32/40 can be applied for sin-
gle- and for multi-engine plants. For the applications named above the MAN
V32/40 can be applied for multi-engine plants.

Due to the wide range of possible requirements such as flag state regula-
tions, fire fighting items, redundancy, inclinations and dynamic positioning
modes all project requirements need to be clarified at an early stage.

On-board Power Generation for Mobile or Fixed Offshore Installations
approved by ABS for MAN V32/40 according MODU Rules.

4) See section Engine ratings (output) for different applications, Page 42.

Destination/suitability of the engine

Note:
Regardless of their technical capabilities, engines of our design and the
respective vessels in which they are installed must at all times be operated in
line with the legal requirements, as applicable, including such requirements
that may apply in the respective geographical areas in which such engines
are actually being operated.

Operation of the engine outside the specified operated range, not in line with
the media specifications or under specific emergency situations (e.g. sup-
pressed load reduction or engine stop by active "Override", triggered fire-
fighting system, crash of the vessel, fire or water ingress inside engine room)
is declared as not intended use of the engine (for details see engine specific
operating manuals). If an operation of the engine occurs outside of the scope
of supply of the intended use a thorough check of the engine and its compo-
nents needs to be performed by supervision of the MAN Diesel & Turbo serv-
ice department. These events, the checks and measures need to be docu-
mented.

Electric and electronic components attached to the engine –

Required engine room temperature

In general our engine components meet the high requirements of the Marine
Classification Societies. The electronic components are suitable for proper
operation within an air temperature range from 0 °C to 55 °C. The electrical
equipment is designed for operation at least up to 45 °C.

Relevant design criteria for the engine room air temperature:

Minimum air temperature in the area of the engine and its components
≥ 5 °C.

Maximum air temperature in the area of the engine and its components
≤ 45 °C.

Note:
Condensation of the air at engine components must be prevented.

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Note:
It can be assumed that the air temperature in the area of the engine and
attached components will be 5 – 10 K above the ambient air temperature
outside the engine room. If the temperature range is not observed, this can
affect or reduce the lifetime of electrical/electronic components at the engine
or the functional capability of engine components. Air temperatures at the
engine > 55 °C are not permissible.

2.2

Certification IMO Tier III

The engine's certification for compliance with NOx limits according to NOx
technical code will be done according scheme B, meaning engine and SCR
will be handled as separate parts. Certification has to be in line with IMO
Resolution MEPC 198(62), adopted 15 July 2011.

Emission level engine: IMO Tier II

Emission level engine + SCR catalyst: IMO Tier III

Certification of engine

Engine will be tested as specified in section Programme for Factory Accept-
ance Test (FAT), Page 426 according to relevant classification rules. It will
also certified as member or parent engine according NOx technical code for
emission category IMO Tier II.

Certification of complete system (engine plus SCR system)

Certification of SCR catalyst and components will be done in accordance to
MEPC 198(62) for a scaled, standardised SCR reactor and SCR compo-
nents based on product features and following scaled parameters:

▪

Exhaust gas mass flow
Exhaust gas composition (NOx, O2, CO2, H2O, SO2)

Exhaust gas temperature

Catalyst modules (AV, SV or LV value)

Reducing agent
Desired NOx conversion rate

The On-board Confirmation Test required for a scheme B certification will be
done for the parent engine plus SCR system for a group according to IMO
resolution MEPC 198(62).

2.3

SCR – Special notes

2.3.1

Principle of SCR technology

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The selective catalytic reduction SCR uses ammonia (NH3) to convert nitro-
gen oxides in the exhaust gas to harmless nitrogen and water within a cata-
lyst. However, ammonia is a hazardous substance which has to be handled
carefully to avoid any dangers for crews, passengers and the environment.
Therefore urea as a possible ammonia source is used. Urea is harmless and,

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solved in water, it is easy to transport and to handle. Today, aqueous urea
solutions of 32.5 % or 40 % are the choice for SCR operation in mobile
applications on land and at sea.

Using urea, the reaction within the exhaust gas pipe and the catalyst consists
of two steps. In the beginning, the urea decomposes in the hot exhaust gas
to ammonia and carbon dioxide using the available water in the injected solu-
tion and the heat of the exhaust gas:

(NH2)2CO + H2O -> 2NH3 + CO2 [1]

The literal NOx-reduction takes place supported by the catalyst, where
ammonia reduces nitrogen oxides to nitrogen and water.

4NO + 4NH3 + O2 -> 4N2 + 6H2O [2]

2.3.2

System overview

The MAN Diesel & Turbo SCR system is available in different sizes to cover
the whole medium speed engine portfolio. The SCR system consists of the
reactor, the mixing unit, the urea supply system, the pump module, the dos-
ing unit, the control unit and the soot-blowing system.

After initial start-up of the engine, the SCR system operates continuously in
automatic mode. The amount of urea injection into the SCR system depends
on the operating conditions of the engine. Since the control unit of the SCR
system is connected to the engine control system all engine related informa-
tions are continuously and currently available. This is one of the important
benefits of the MAN Diesel & Turbo SCR system.
The urea is sprayed into the mixing unit which is part of the exhaust gas
duct. Entering the reactor the reducing agent starts to react with NOx coming
from the combustion. The amount of reducing agent is controlled by the dos-
ing unit, which is supported by a pump connected to an urea tank. It further-
more regulates the compressed air flow for the injector.

Each reactor is equipped with a soot blowing system to prevent blocking of
the SCR catalyst by ashes and soot.

▪

Engine in standard configuration according stated emission level (see
above).

Engine attached equipment for control of the temperature after turbine.

Engine SaCoS software including functions for control of temperature
after turbine and for optimizing engine and SCR performance.

IMO Tier III Certificate.

▪
▪ MAN Diesel & Turbo will act as "Applicant" within the meaning of the

2.3.3

Scope of supply

Main components of SCR
system in the standard
scope of supply

IMO.

▪

SCR reactor

Catalyst modules

Soot blowing system

Dosing unit

▪
▪ Mixing unit

▪

Urea injection lance

Control unit SCR

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Pump module

Compressed air reservoir module

Urea storage tank

Urea storage tank minimum level switch

Piping

Insulation

Not included in the standard
scope of supply, among
others

2.3.4

Operation

Standard operation

Common SCR systems provided by third parties require constantly high
exhaust gas temperatures. The MAN Diesel & Turbo SCR system on the
other hand is an integrated engine + SCR system that allows operation on
lower exhaust gas temperature levels.
The MAN Diesel & Turbo SCR system automatically adjusts the engine
exhaust gas temperature to ensure both optimum engine and SCR opera-
tion. For a maximum on safety the surveillance mode is always activated.

Enhanced operation

The MAN Diesel & Turbo SCR system assures ideal engine operation, regen-
erating the SCR system whenever necessary to account for a minimum fuel
oil consumption while complying with IMO Tier III emission limits at all times.
Dependent on the ambient conditions it may be needed to adapt the engine
load during the regeneration phase. and GenSet

2.3.5

Boundary conditions for SCR operation

Please consider following boundary conditions for the SCR operation:

▪

Temperature control of temperature turbine outlet:

– By adjustable waste gate (attached to engine).

– Set point 320 °C as minimum temperature for active SCR.

– Set point 290 °C as minimum temperature for deactivated SCR.

Fuel:

–

In line with MAN Diesel & Turbo specification, maximum 3.5 % sulfur
content.

SCR active in following range:

–

–10 °C (arctic) up to 45 °C (tropic) intake air temperature.

In the range of 25 % to 100 % engine load.

IMO requirements for handling of SCR operation disturbances:

–

In case of SCR malfunction IMO regulations allow that the system will
be turned off and the ship's journey will be continued to the port of
destination. There, the ship needs to be repaired, if the emission lim-
its of the harbor/sea area would be exceeded.

Accordingly, the vessel may leave a port in case it will only sail in
areas requiring IMO II, even if the SCR system is still out of service.

▪

Differential pressure Δp SCR (normal operation):

– Max. 20 mbar.

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For the design of the complete exhaust gas line, please consider:

▪ Maximum permissible exhaust gas back pressure (to be calculated from

engine turbocharger outlet to end of complete exhaust gas line):

– Max. 50 mbar (at 100 % engine load).

▪ Maximum permissible temperature drop of exhaust gas line

( to be calculated as difference of exhaust gas temperature turbine outlet
and temperature SCR inlet):

– Max. 5 K in the range of 25 % to 100 % engine load (calculated at 5

°C air temperature in the engine room).

▪

Recommended for exhaust gas line:

–

Insulation according to SOLAS standard.

Note:
The SCR system requires high exhaust gas temperatures for an effective
operation. MAN Diesel & Turbo therefore recommends to arrange the SCR
as the first device in the exhaust gas line, followed by other auxiliaries like
boiler, silencer etc.

2.3.6

Performance coverage for SCR system

▪

Performance guarantee for engine plus SCR within defined in section
Boundary conditions for SCR operation, Page 25.

▪ Guarantee for engine plus SCR for marine applications to meet IMO

Tier III level as defined by IMO within defined in section Boundary condi-
tions for SCR operation, Page 25
(details will be handled within the relevant contracts).

Please be aware:
All statements in this document refer to MAN Diesel & Turbo SCR systems
only.

MAN Diesel & Turbo can only deliver an IMO Tier III certificate and act as
“Applicant” (within the meaning of the IMO) if the engine plus SCR system is
supplied by MAN Diesel & Turbo.

If the engine is supplied without MAN Diesel & Turbo SCR system, only a
standard warranty for a single engine will be given. No guarantee regarding
minimum exhaust gas temperature after turbine or emissions after third party
SCR or suitability of the engine in conjunction with a third party SCR system
can be given.

If the engine is supplied without MAN Diesel & Turbo SCR system, no optimi-
sation function within SaCoS can be applied and as maximum exhaust gas
temperature after turbine only will be possible:

▪

320 °C (25 % load – 100 % load).

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2

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2.4

Engine design

2.4.1

Engine cross section

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Figure 7: Cross section, view on coupling side – L engine

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Figure 8: Cross section, view on coupling side – V engine

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2.4.2

Engine designations – Design parameters

Figure 9: Example to declare engine designations

Parameter

Number of cylinders

Cylinder bore

Piston stroke

Displacement per cylinder

Distance between cylinder centres, in-line engine

Distance between cylinder centres, vee engine

Vee engine, vee angle

Crankshaft diameter at journal, in-line engine

Crankshaft diameter at journal, vee engine

Crankshaft diameter at crank pin, vee engine

Table 1: Design parameters

2.4.3

Turbocharger assignments

Unit

litre

Value

6, 7, 8, 9,

12, 14, 16, 18

320

400

32.17

530

630

290

320

290

No. of cylinders, config.

CPP/GenSet/electric propulsion

FPP/dredger

500 kW/cyl., 720/750 rpm

450 kW/cyl., 750 rpm

0
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1

-
8
1
-
2
0
-
6
1
0
2

12V

14V

NR29/S

NR34/S

2x NR29/S

NR29/S

NR34/S

2x NR29/S

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MAN Diesel & Turbo

No. of cylinders, config.

CPP/GenSet/electric propulsion

FPP/dredger

500 kW/cyl., 720/750 rpm

450 kW/cyl., 750 rpm

16V

2x NR34/S

16V High Dynamic

GenSet: 2x NR29/S

18V

2x NR34/S

Table 2: Turbocharger assignments

2x NR34/S

Turbocharger assignments mentioned above are for guidance only and may
vary due to project specific reasons. Consider the relevant turbocharger
project guides for additional informations.

2.4.4

Engine main dimensions, weights and views – Electric propulsion

L engine – Electric propulsion

Figure 10: Main dimensions and weights – L engine

No. of cylinders,
config.

Length C

Length A

Length B

Height H

Weight without fly-
wheel1)

9,755

10,285

11,035

11,565

6,340

6,870

7,400

7,930

3,415

4,622

3,635

4,840

tons

75.0

79.0

87.0

91.0

The dimensions and weights are given for guidance only.

Minimum centreline distance for multi-engine installation, see section Installa-
tion drawings, Page 370.

Flywheel data, see section Moments of inertia – Crankshaft, damper, fly-
wheel, Page 155.

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2
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MAN Diesel & Turbo

V engine – Electric propulsion

Figure 11: Main dimensions and weights – V engine

No. of cylinders,
config.

Length L

Length L1

Width W

Height H

Weight without fly-
wheel1)

12V

14V

16V

18V

11,045

11,710

12,555

13,185

10,450

11,115

11,950

12,580

3,365

4,850

3,730

5,245

The dimensions and weights are given for guidance only.

tons

101

113

126

138

Minimum centreline distance for multi-engine installation, see section Installa-
tion drawings, Page 370.

Flywheel data, see section Moments of inertia – Crankshaft, damper, fly-
wheel, Page 155.

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-
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2

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2.4.5

Engine main dimensions, weights and views – Mechanical propulsion

L engine – Mechanical propulsion

Figure 12: Main dimensions and weights – L engine

No. of cylinders,
config.

Length L

Length L1

Width W

Height H

Weight without fly-
wheel1)

5,940

6,470

7,000

7,530

5,140

5,670

6,195

6,725

2,630

4,010

2,715

4,490

tons

Minimum centreline distance for multi-engine installation, see section Installa-
tion drawings, Page 370.

Flywheel data, see section Moments of inertia – Crankshaft, damper, fly-
wheel, Page 155.

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1

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1
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2
0
-
6
1
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2

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MAN Diesel & Turbo

V engine – Mechanical propulsion

Figure 13: Main dimensions and weights – V engine

No. of cylinders,
config.

Length L

Length L1

Width W

Height H

Weight without fly-
wheel1)

12V

14V

16V

18V

6,915

7,545

8,365

8,995

5,890

6,520

7,150

7,780

3,140

4,100

3,730

4,420

tons

Minimum centreline distance for multi-engine installation, see section Installa-
tion drawings, Page 370.

Flywheel data, see section Moments of inertia – Crankshaft, damper, fly-
wheel, Page 155.

2.4.6

Main dimensions, weights and views of SCR components

Depending on the individual projects SCR properties may vary. The following
dimensions and weights are for guidance only.

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SCR reactor

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Figure 14: SCR reactor

Control
cab.

Engine power
approximately

No.

0 – 800

801 – 1,400

1,401 – 2,400

2,401 – 3,650

3,651 – 4,900

4,901 – 6,000

6,001 – 7,800

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L
(Total
length)

2,800

2,900

3,000

3,100

3,200

3,400

3,600

D
(Without
insulation)

W
(Without
insulation)

A
(With
anchorage)

Maximum weight
structurally1)

Service
space

1,000

1,250

1,500

1,750

2,000

2,350

2,900

1,000

1,250

1,500

1,750

2,000

2,350

1,600

1,800

2,000

2,300

2,680

2,930

1,350

2,050

2,950

3,900

5,050

6,550

8,000

min. mm

750

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MAN Diesel & Turbo

Control
cab.

Engine power
approximately

No.

7,801 – 9,000

9,001 – 12,000

12,001 – 13,700

13,701 – 15,000

15,001 – 17,000

17,001 – 20,000

20,001 – 21,600

L
(Total
length)

3,600

3,900

4,100

4,300

1) See section Definitions, Page 433.

Table 3: SCR reactor

D
(Without
insulation)

W
(Without
insulation)

A
(With
anchorage)

Maximum weight
structurally1)

Service
space

2,900

3,400

3,950

4,450

2,900

3,400

3,950

4,450

3,430

4,030

4,630

5,130

9,600

11,450

13,300

15,300

17,450

19,700

21,950

min. mm

750

DRW 11686100042 D-001

Note:
In accordance with applicable security policies there must be provided ade-
quate maintenance space, which permits the safe execution of all necessary
maintenance work.

Figure 15: Mixing unit with urea lance

Mixing unit with urea lance

Mixing unit

Engine power approximately

Mixing pipe1)

Length straight mixing pipe (L)

0
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1

-
8
1
-
2
0
-
6
1
0
2

No.

0 – 1,000

1,001 – 2,000

2,001 – 3,000

3,001 – 4,200

4,201 – 5,400

500

600

800

1,000

1,100

3,400

3,550

3,650

3,700

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Mixing unit

Engine power approximately

Mixing pipe1)

Length straight mixing pipe (L)

MAN Diesel & Turbo

No.

5,401 – 6,800

6,801 – 8,500

8,501 – 10,500

10,501 – 13,000

13,001 – 20,000

20,001 – 21,600

1,200

1,400

1,500

1,600

2,100

2,300

1) Diameter mixing pipe differs from exhaust pipe diameter.

Table 4: Mixing unit with urea lance

Dosing unit

No.

Table 5: Dosing unit

Dosing unit

Height

800

SCR control cabinet

Control cabinet

No.

Height

2,100

Table 6: SCR control cabinet

Pump module

No.

Table 7: Pump module

Pump module

Height

1,300

Width

800

Width

800

Width

700

Air module

No.

Compressed air reservoir module

Height

1,050

Width

1,500

Table 8: Compressed air reservoir module

Depth

300

Depth

400

Depth

300

Depth

500

3,800

3,850

4,000

4,400

4,610

5,010

Weight

220

Weight

120

Weight

250

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2.4.7

Engine inclination

α Athwartships
β Fore and aft

Figure 16: Angle of inclination

Application

Athwartships α

Fore and aft β

Max. permissible angle of inclination [°]1)

Heel to each side
(static)

Rolling to each side
(dynamic)

Trim (static)2)

L < 100 m

L > 100 m

Pitching

(dynamic)

Main engines

22.5

500/L

7.5

1) Athwartships and fore and aft inclinations may occur simultaneously.

2) Depending on length L of the ship.

Table 9: Inclinations

Note:
For higher requirements contact MAN Diesel & Turbo. Arrange engines
always lengthwise of the ship.

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2.4.8

Engine equipment for various applications

Device/measure, (figure pos.)

Charge air blow-off for cylinder pressure limitation (flap 2)

Charge air by-pass (flap 6)

Temperature after turbine control by continuously adjustable waste gate (flap 7)

SCR system

Two-stage charge air cooler

CHATCO (Charge Air Temperature Control)

Jet Assist

VIT

Slow turn

Oil mist detector

Splash oil monitoring

Main bearing temperature monitoring

Valve seat lubrication

Sealing oil

Starting system – Starting air valves within cylinder head

Attached HT cooling water pump

Attached LT cooling water pump

Attached lubrication oil pump

X = required, O = optional, – = not required

Table 10: Engine equipment

MAN Diesel & Turbo

Ship

Propulsion

Diesel-mechanic

Diesel-electric

Order related, required if intake air ≤
–15°C

–

Charge air blow-off for
cylinder pressure limitation
(see flap 2 in figure
Overview flaps, Page
39)
Charge air by-pass (see flap
6 in figure Overview flaps,
Page 39)

Engine equipment for various applications – General description

If engines are operated at full load at low air intake temperature, the high air
density leads to the danger of excessive charge air pressure and, conse-
quently, to excessive cylinder pressure. In order to avoid such conditions,
part of the charge air is withdrawn downstream (flap 2, cold blow-off) of the
charge air cooler and blown off.

The charge air pipe is connected to the exhaust pipe via a reduced diameter
pipe and a by-pass flap. The flap is closed in normal operation.

At engine load between 20 % and 60 % and at nominal or reduced speed
this charge air by-pass flap is opened to withdraw a part of the charge air
and leads it into the exhaust gas pipe upstream the turbine. The increased
air flow at the turbine results in a higher charge air pressure of the compres-
sor, which leads to an improved operational behavior of the engine. Addi-
tional this flap may be used to avoid surging of the turbocharger.

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Temperature after turbine
control by continuously
adjustable waste gate (see
flap 7 in figure Overview
flaps, Page 39)

The waste gate is used to by-pass the turbine of the turbocharger with a part
of the exhaust gas. This leads to a charge air pressure reduction and the
temperature after turbine is increased.

For plants with an SCR catalyst, downstream of the turbine, a minimum
exhaust gas temperature upstream the SCR catalyst is necessary in order to
ensure its proper performance.

In case the temperature downstream the turbine falls below the set minimum
exhaust gas temperature value, the waste gate is opened gradually in order
to blow-off exhaust gas upstream of the turbine until the exhaust gas tem-
perature downstream of the turbine (and thus upstream of the SCR catalyst)
has reached the required level.

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Figure 17: Overview flaps

SCR system

Two-stage charge air cooler

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1
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2
0
-
6
1
0
2

CHATCO

Jet Assist

The SCR system uses a reduction agent to transform the pollutant NOx into
environmentally friendly nitrogen and water vapour. The MAN Diesel & Turbo
SCR system is capable of complying with the IMO Tier III limits over the entire
range of applications.

The two stage charge air cooler consists of two stages which differ in the
temperature level of the connected water circuits. The charge air is first
cooled by the HT circuit (high temperature stage of the charge air cooler,
engine) and then further cooled down by the LT circuit (low temperature
stage of the charge air cooler, lube oil cooler).

The charge air temperature control CHATCO serves to prevent accumulation
of condensed water in the charge air pipe. In this connection, the charge air
temperature is, depending on the intake air temperature, controlled in such a
way that, assuming a constant relative air humidity of 80 %, the temperature
in the charge air pipe does not fall below the condensation temperature.

Jet Assist for acceleration of the turbocharger is uesd where special
demands exist regarding fast acceleration and/or load application. In such
cases, compressed air from the starting air vessels is reduced to a pressure

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MAN Diesel & Turbo

of approximately 4 bar before being passed into the compressor casing of
the turbocharger to be admitted to the compressor wheel via inclined bored
passages. In this way, additional air is supplied to the compressor which in
turn is accelerated, thereby increasing the charge air pressure. Operation of
the accelerating system is initiated by a control, and limited to a fixed load
range.

For some engine types with conventional injection a VIT (Variable Injection
Timing) is available allowing a shifting of injection start. A shifting in the direc-
tion of “advanced injection” is supposed to increase the ignition pressure and
thus reduces fuel consumption. Shifting in the direction of “retarded injection”
helps to reduce NOx emissions.

Engines, which are equipped with “slow turn”, are automatically turned prior
to engine start, with the turning process being monitored by the engine con-
trol. If the engine does not reach the expected number of crankshaft revolu-
tions (2.5 revolutions) within a specified period of time, or in case the slow-
turn time is shorter than the programmed minimum slow-turn time, an error
message is issued. This error message serves as an indication that there is
liquid (oil, water, fuel) in the combustion chamber. If the slow-turn manoeuvre
is completed successfully, the engine is started automatically.

Slow turn is always required for plants with power management system
(PMS) demanding automatic engine start.

Bearing damage, piston seizure and blow-by in combustion chamber leads
to increased oil mist formation. As a part of the safety system the oil mist
detector monitors the oil mist concentration in crankcase to indicate these
failures at an early stage.

The splash oil monitoring system is a constituent part of the safety system.
Sensors are used to monitor the temperature of each individual drive unit (or
pair of drive at V engines) indirectly via splash oil.

VIT

Slow turn

Oil mist detector

Splash oil monitoring

Main bearing temperature
monitoring

As an important part of the safety system the temperatures of the crankshaft
main bearings are measured just underneath the bearing shells in the bearing
caps. This is carried out using oil-tight resistance temperature sensors.

Valve seat lubrication

Sealing oil

For long-term engine operation (more than 72 hours within a two-week
period [cumulative with distribution as required]) with DM-grade fuel a valve
seat lubrication equipment needs to be attached to the engine. By this
equipment, oil is fed dropwise into the inlet channels and thereby lubricates
the inlet valve seats. This generates a damping effect between the sealing
surfaces of the inlet valves (HFO-operation leads to layers on the sealing sur-
faces of the inlet valves with a sufficient damping effect).

For conventional injection pumps provide a sealing oil supply, in long-term
engine operation (more than 72 hours within a two-week period [cumulative
with distribution as required]) with DM-grade fuel. The low viscosity of DM-
grade fuel can cause an increased leakage inside the conventional injection
pump, that may contaminate the lube oil. The sealing oil avoids effectively
contamination of lube oil by separation of fuel and lube oil side within the
conventional fuel injection pumps (not required for CR injection system).

Starting system – Starting
air valves within cylinder
head

The engine is equipped with starting air valves within some of the cylinder
heads. On starting command, compressed air will be led in a special
sequence into the cylinder and will push down the piston and turn thereby
the crankshaft untill a defined speed is reached.

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2

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2.5

Ratings (output) and speeds

2.5.1

General remark

The engine power which is stated on the type plate derives from the follow-
ing sections and corresponds to POperating as described in section Derating,
definition of P Operating, Page 43.

2.5.2

Standard engine ratings

PISO, standard: ISO standard output (as specified in DIN ISO 3046-1)

500 kW/cyl., 720/750 rpm

Engine rating, PISO, standard

1) 2)

720 rpm3)

750 rpm

Available turning direc-
tion CW/CCW4)

Yes/Yes

Yes/No

Yes/Yes

3,000

3,500

4,000

4,500

6,000

7,000

8,000

7,248

9,000

Available turning direc-
tion CW/CCW4)

Yes/Yes

Yes/No

Yes/Yes

3,000

3,500

4,000

4,500

6,000

7,000

8,000

7,248

9,000

No. of
cylinders,
config.

12V

14V

16V

16V High Dynamic

18V

Note:
Power take-off on engine free end up to 100 % of rated output.

1) PISO, standard as specified in DIN ISO 3046-1, see paragraph Reference conditions for engine rating, Page 41.

2) Engine fuel: Distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fulfilling the stated quality
requirements.

3) Speed 720 rpm available for alternator drive only.

4) CW clockwise; CCW counter clockwise.

Table 11: Engine ratings

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.
1

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8
1
-
2
0
-
6
1
0
2

Reference conditions for engine rating

According to ISO 15550: 2002; ISO 3046-1: 2002

Air temperature before turbocharger tr

Total barometric pressure pr

K/°C

298/25

kPa

100

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MAN Diesel & Turbo

Relative humidity Φr

Cooling water temperature inlet charge air cooler (LT stage)

K/°C

298/25

Table 12: Reference conditions for engine rating

2.5.3

Engine ratings (output) for different applications

PApplication, ISO: Available output under ISO conditions dependent on application

PApplication Availa-
ble output in per-
centage from ISO
standard output

PApplication Availa-
ble output

Notes

Max. fuel
admis-
sion
(block-
ing)

Max.
allowed
speed
reduction
at maxi-
mum tor-
que1)

Tropic
condi-
tions
(tr/tcr/
pr=100
kPa)2)

Kind of application

kW/cyl.

°C

Marine main engines with mechanical or electric propulsion

Mechanical propulsion with
FPP4)

Mechanical propulsion with
CPP4)

Main drive with electric pro-
pulsion

100

Suction dredger/pumps (mechanical drive)

450

500

100

45/38

5) 6)

100

110

45/38

Optional
power
take-off in
percent-
age of ISO
standard
output

Main drive with speed reduc-
tion at maximum torque4)

450

100

45/38

5) 6)

Up to 100

1) Maximum torque given by available output and nominal speed.

2) tr = Air temperature at compressor inlet of turbocharger; tcr = Cooling water temperature before charge air cooler;
pr = Barometric pressure.

3) According to DIN ISO 8528-1 load > 100 % of the rated engine output is permissible only for a short time to pro-
vide additional engine power for governing purpose only (e. g. transient load conditions and suddenly applied
load).This additional power shall not be used for the supply of electrical consumers.

4) Only applicable with nominal speed of 750 rpm.

5) According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines
listed in the column PApplication.

6) Special turbocharger matching required.

Table 13: Available outputs/related reference conditions

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MAN Diesel & Turbo

2.5.4

Derating, definition of POperating

POperating: Available rating (output) under local conditions and dependent on

application

Dependent on local conditions or special application demands a further load
reduction of PApplication, ISO might be required.

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

1. No derating

No derating necessary, provided that the conditions listed are met:

Air temperature before turbocharger Tx

Ambient pressure

Cooling water temperature inlet charge air cooler (LT stage)

Intake pressure before compressor

Exhaust gas back pressure after turbocharger

Relative humidity Φr

1) Below/above atmospheric pressure.

Table 14: Derating – Limits of ambient conditions

No derating up to stated reference
conditions (Tropic), see 1.

≤ 318 K (45 °C)

≥ 100 kPa (1 bar)

≤ 311 K (38 °C)

≥ –20 mbar1)

≤ 50 mbar1)

≤ 60 %

2. Derating

Contact MAN Diesel & Turbo:

▪

If limits of ambient conditions mentioned in the upper table Derating –
Limits of ambient conditions, Page 43 are exceeded. A special calcula-
tion is necessary.

If higher requirements for the emission level exist. For the permissible
requirements see section Exhaust gas emission, Page 141.

If special requirements of the plant for heat recovery exist.

If special requirements on media temperatures of the engine exist.

If any requirements of MAN Diesel & Turbo mentioned in the Project
Guide cannot be met.

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Page 46

2.5.5

Engine speeds and related main data

Rated speed

Mean piston speed

Ignition speed
(starting device deactivated)

rpm

m/s

rpm

Engine running
(activation of alarm- and safety system)

Speed set point – deactivation prelubrication pump
(engines with attached lube oil pump)

Speed set point – deactivation external cooling water pump
(engines with attached cooling water pump)

Speed set point – activation HT CW service support pump
(free-standing), only for FPP

Speed set point – deactivation HT CW service support
pump (free-standing), only for FPP

Speed set point – activation lube oil service support pump
(free-standing), only for FPP

Speed set point – deactivation lube oil service support
pump (free-standing), only for FPP

Minimum engine operating speed1)

FPP (30 % of nominal speed)

CPP (60 % of nominal speed)

GenSet (100 % of nominal speed)

Clutch

MAN Diesel & Turbo

720

9.6

750

10.0

V engine: 45
L engine: 60

180

400
(for FPP: 230 rpm)

500
(for FPP: 230 rpm)

not available

720

220

450

with engine start

450

225

450

750

Minimum engine speed for activation (FPP)

"Minimum engine operating speed" x 1.3

Minimum engine speed for activation (CPP)

"Minimum engine operating speed" x 1.1

Maximum engine speed for activation

Highest engine operating speed

Alarm overspeed (110 % of nominal speed)

Auto shutdown overspeed (115 % of nominal speed)
via control module/alarm

Speed adjusting range

720 2) 750 2)

749 3)

792

828

780 3)

825

863

See section Speed adjusting range, Page
45

Alternator frequency for GenSet

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MAN Diesel & Turbo

Number of pole pairs

1) In rare occasions it might be necessary that certain engine speed intervals have to be barred for continuous opera-
tion. For FPP applications as well as for applications using resilient mounted engines, the admissible engine speed
range has to be confirmed (preferably at an early project phase) by a torsional vibration calculation, by a dimensioning
of the resilient mounting, and, if necessary, by an engine operational vibration calculation.

2) May possibly be restricted by manufacturer of clutch.

3) This concession may possibly be restricted, see section Available outputs and permissible frequency deviations,
Page 71.

Table 15: Engine speeds and related main data

2.5.6

Speed adjusting range

The following specification represents the standard settings. For special
applications, deviating settings may be necessary.

Drive

Speed droop

Maximum speed at
full load

Maximum speed at
idle running

Minimum speed

Electronic
speed
control

1 main engine with
controllable pitch propeller
and without PTO

0 %

100 % (+0.5 %)

60 %

1 main engine with
controllable pitch propeller
and with PTO

Parallel operation of 2
engines driving 1 shaft with/
without PTO:

Load sharing via speed
droop

0 %

100 % (+0.5 %)

60 %

5 %

100 % (+0.5 %)

105 % (+0.5 %)

60 %

Master/slave operation

0 %

100 % (+0.5 %)

60 %

GenSets/diesel-electric
plants:

with load sharing via speed
droop

5 %

100 % (+0.5 %)

105 % (+0.5 %)

60 %

Isochronous operation

Fixed pitch propeller plants

0 %

100 % (+0.5 %)

60 %

30 %

Table 16: Electronic speed control

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Note:
For single-engine plants with fixed pitch propeller, the speed droop is of no
significance.
Only if several engines drive one shaft with fixed pitch propeller, the speed
droop is relevant for the load distribution. In the case of electronic speed
control, a speed droop of 0 % is also possible during parallel operation.

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2.6

Increased exhaust gas pressure due to exhaust gas after treatment
installations

Resulting installation demands

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If the recommended exhaust gas back pressure as stated in section Operat-
ing/service temperatures and pressures, Page 130 cannot be met due to
exhaust gas after treatment installations following limit values need to be
considered.

Exhaust gas back pressure after turbocharger

Operating pressure Δpexh, standard

Operating pressure Δpexh, range with increase of fuel consumption

Operating pressure Δpexh, where a customised engine matching is required

Table 17: Exhaust gas back pressure after turbocharger

Intake air pressure before turbocharger

Operating pressure Δpintake, standard

Operating pressure Δpintake, range with increase of fuel consumption

Operating pressure Δpintake, where a customised engine matching is required

Table 18: Intake air pressure before turbocharger

0 – 50 mbar

50 – 80 mbar

> 80 mbar

0 – –20 mbar

–20 – –40 mbar

< –40 mbar

Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air pressure before
turbocharger

Operating pressure Δpexh + Abs(Δpintake), standard

Operating pressure Δpexh + Abs(Δpintake), range with increase of fuel consumption

0 – 70 mbar

70 – 120 mbar

Operating pressure Δpexh + Abs(Δpintake), where a customised engine matching is required

> 120 mbar

Table 19: Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air
pressure before turbocharger

Maximum exhaust gas pressure drop – Layout

▪

Shipyard and supplier of equipment in exhaust gas line have to ensure
that pressure drop Δpexh over entire exhaust gas piping incl. pipe work,
scrubber, boiler, silencer, etc. must stay below stated standard operating
pressure at all operating conditions.

It is recommended to consider an additional 10 mbar for consideration of
aging and possible fouling/staining of the components over lifetime.

A proper dimensioning of the entire flow path including all installed com-
ponents is advised or even the installation of an exhaust gas blower if
necessary.
At the same time the pressure drop Δpintake in the intake air path must be
kept below stated standard operating pressure at all operating conditions
and including aging over lifetime.

For significant overruns in pressure losses even a reduction in the rated
power output may become necessary.

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▪ On plant side it must be prepared, that pressure sensors directly after
turbine outlet and directly before compressor inlet may be installed to
verify above stated figures.

By-pass for emergency operation

▪

Evaluate if the chosen exhaust gas after treatment installation demands a
by-pass for emergency operation.

For scrubber application, a by-pass is recommended to ensure emer-
gency operation in case that the exhaust gas cannot flow through the
scrubber freely.

The by-pass needs to be dimensioned for the same pressure drop as the
main installation that is by-passed – otherwise the engine would oper-
ated on a differing operating point with negative influence on the per-
formance, e.g. a lower value of the pressure drop may result in too high
turbocharger speeds.

Single streaming per engine recommended/multi-streaming to be evaluated
project specific

▪

In general each engine must be equipped with a separate exhaust gas
line as single streaming installation. This will prevent reciprocal influencing
of the engine as e.g. exhaust gas backflow into an engine out of opera-
tion or within an engine running at very low load (negative pressure drop
over the cylinder can cause exhaust gas back flow into intake manifold
during valve overlap).

In case a multi-streaming solution is realised (i.e. only one combined
scrubber for multiple engines) this needs to be stated on early project
stage. Hereby air/exhaust gas tight flaps need to be provided to safe-
guard engines out of operation. A specific layout of e.g. sealing air mass
flow will be necessary and also a power management may become nec-
essary in order to prevent operation of several engines at very high loads
while others are running on extremely low load. A detailed analysis as
HAZOP study and risk analysis by the yard becomes mandatory.

Engine to be protected from backflow of media out of exhaust gas after
treatment installation

▪

A backflow of e.g. urea, scrubbing water, condensate or even rain from
the exhaust gas after treatment installation towards the engine must be
prevented under all operating conditions and circumstances, including
engine or equipment shutdown and maintenance/repair work.

Turbine cleaning

▪

Both wet and dry turbine cleaning must be possible without causing mal-
functions or performance deterioration of the exhaust system incl. any
installed components such as boiler, scrubber, silencer, etc.

White exhaust plume by water condensation

▪ When a wet scrubber is in operation, a visible exhaust plume has to be

expected under certain conditions. This is not harmful for the environ-
ment. However, countermeasures like reheating and/or a demister
should be considered to prevent condensed water droplets from leaving
the funnel, which would increase visibility of the plume.

▪

The design of the exhaust system including exhaust gas after treatment
installation has to make sure that the exhaust flow has sufficient velocity
in order not to sink down directly onboard the vessel or near to the plant.
At the same time the exhaust pressure drop must not exceed the limit
value.

Vibrations

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▪

There must be a sufficient decoupling of vibrations between engine and
exhaust gas system incl. exhaust gas after treatment installation, e.g. by
compensators.

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MAN Diesel & Turbo

2.7

Starting

2.7.1

General remarks

Engine and plant installation need to be in accordance to the below stated
requirements and the required starting procedure.

Note:
Statements are relevant for non arctic conditions.
For arctic conditions consider relevant sections and clarify undefined details
with MAN Diesel & Turbo.

2.7.2

Requirements on engine and plant installation

Engine
Plant

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General requirements on engine and plant installation

As a standard and for start up in normal starting mode (preheated engine)
following installations are required:

▪

Lube oil service pump (attached)

Prelubrication pump (free-standing)

Preheating HT cooling water system (60 – 90 °C)

Preheating lube oil system (> 40 °C). For maximum admissible value see
table Lube oil, Page 132.

For FPP application the availability of the lube oil service support pump
must be ensured

Requirements on engine and plant installation for "Stand-by Operation"

capability

To enable in addition to the normal starting mode also an engine start from
stand-by mode with thereby shortened start up time following installations
are required:

▪

Lube oil service pump (attached)

Prelubrication pump (free-standing) with low pressure before engine
(0.3 bar < pOil before engine < 0.6 bar)

Preheating HT cooling water system (60 – 90 °C)

Preheating lube oil system (> 40 °C). For maximum admissible value see
table Lube oil, Page 132.

Power management system with supervision of stand-by times engines

For FPP application the availability of the lube oil service support pump
must be ensured

Additional requirements on engine and plant installation for "Black-Start"

capability

Following additional installations to the above stated ones are required to
enable in addition a "Black Start":

Engine

▪

HT CW service pump (attached) recommended

LT CW service pump (attached) recommended

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Plant

MAN Diesel & Turbo

▪

Attached fuel oil supply pump recommended (if applicable)

Equipment to ensure fuel oil pressure of > 0.6 bar for engines with con-
ventional injection system and > 3.0 bar for engines with common rail
system

If fuel oil supply pump is not attached to the engine:

Air driven fuel oil supply pump or fuel oil service tanks at sufficient height
or pressurised fuel oil tank

2.7.3

Starting conditions

Kind of start:

After blackout or "Dead Ship"
("Black-Start")

From stand-by mode

After stand-still ("Normal
Start")

Start up time until load
application

General notes

< 1 minute

> 2 minutes

Engine start-up only within 1 h
after stop of engine that has
been faultless in operation or
within 1 h after end of stand-by
mode.

Note:
In case of "Dead Ship" condition
a main engine has to be put
back to service within max.
30 min. according to IACS UR
M61.

Maximum stand-by time 7 days

Standard

Supervised by power manage-
ment system plant.

For longer stand-by periods in
special cases contact
MAN Diesel & Turbo.

Stand-by mode only possible
after engine has been started
with Normal Starting Procedure
and has been faultless in opera-
tion.

Table 20: Starting conditions – General notes

Kind of start:

After blackout or "Dead Ship"
("Black-Start")

From stand-by mode

General engine status

Engine in proper condition
No Start-blocking active

Remark: Start-blocking of engine
leads to withdraw of "Stand-by
Operation".

After stand-still ("Normal
Start")

Engine in proper condi-
tion
No Start-blocking
active

Slow turn to be con-
ducted?

Engine to be prehea-
ted and pre lubrica-
ted?

No2)

Yes

Yes1)

Yes

1) It is recommended to install slow turn. Otherwise the engine has to be turned by turning gear.

2) Valid only, if mentioned above conditions (see table Starting conditions – General notes, Page 50) have been con-
sidered. Non-observance endangers the engine or its components.

Table 21: Starting conditions – Required engine conditions

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Kind of start:

After blackout or "Dead Ship"
("Black-Start")

From stand-by mode

After stand-still ("Normal
Start")

Lube oil system

Prelubrication period

Prelubrication pres-
sure before engine

Lube oil to be prehea-
ted?

HT cooling water

HT cooling water to be
preheated?

Fuel system

For MDO operation

No1)

Permanent

see section Operating/service
temperatures and pressures,
Page 130 limits according figure
"Prelubrication/postlubrication
lube oil pressure (duration > 10
min)"

Yes, previous to engine
start

see section Operating/
service temperatures
and pressures, Page
130 limits according
figure "Prelubrication/
postlubrication lube oil
pressure (duration ≤ 10
min)"

Yes

If fuel oil supply pump is not
attached to the engine:

Supply pumps in operation or with starting command to
engine.

Air driven fuel oil supply pump
or fuel oil service tanks at suffi-
cient height or pressurised fuel
oil tank required.

For HFO operation

If fuel oil supply pump is not
attached to the engine:

Supply and booster pumps in operation, fuel preheated to
operating viscosity.

Air driven fuel oil supply pump
or fuel oil service tanks at suffi-
cient height or pressurised fuel
oil tank required.

In case of permanent stand-by of liquid fuel engines or
during operation of an DF engine in gas mode a periodical
exchange of the circulating HFO has to be ensured to
avoid cracking of the fuel. This can be done by releasing a
certain amount of circulating HFO into the day tank and
substituting it with "fresh" fuel from the tank.

1) Valid only, if mentioned above conditions (see table Starting conditions – General notes, Page 50) have been con-
sidered. Non-observance endangers the engine or its components.

Table 22: Starting conditions – Required system conditions

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MAN Diesel & Turbo

2.8

Low load operation

Correlations

Operation with heavy fuel oil
(fuel of RM quality) or with
MGO (DMA, DMZ) or
MDO(DMB)

Definition

Basically, the following load conditions are distinguished:

Overload:

> 100 % of the full load power

Full load:

100 % of the full load power

Part load:

< 100 % of the full load power

Low load:

< 25 % of the full load power

The best operating conditions for the engine prevail under even loading in the
range of 60 % to 90 % of full load power.

During idling or engine operation at a low load, combustion in the combus-
tion chamber is incomplete.

This may result in the forming of deposits in the combustion chamber, which
will lead to increased soot emission and to increasing cylinder contamination.

This process is more acute in low load operation and during manoeuvring
when the cooling water temperatures are not kept at the required level, and
are decreasing too rapidly. This may result in too low charge air and com-
bustion chamber temperatures, deteriorating the combustion at low loads
especially in heavy fuel operation.

Based on the above, the low load operation in the range of < 25 % of the full
load is subjected to specific limitations. According to Fig. Time limitations for
low load operation (left), duration of "relieving operation" (right), Page 52
immediately after a phase of low load operation the engine must be operated
at > 70 % of full load for some time in order to reduce the deposits in the
cylinders and the exhaust gas turbocharger again.

▪

There are no restrictions at loads > 25 % of the full load, provided that
the specified engine operating values are not exceeded.

Continuous operation at < 25 % of the full load should be avoided when-
ever possible.

No-load operation, particularly at nominal speed (alternator operation) is
only permissible for one hour maximum.

After 500 hours of continuous operation with liquid fuel, at a low load in the
range of 20 % to 25 % of the full load, the engine must be run-in again.

See section Engine running in, Page 429.

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* Generally, the time limits in heavy fuel oil operation apply to all HFO grades according to the des-

ignated fuel specification. In certain rare cases, when HFO grades with a high ignition delay
together with a high coke residues content are used, it may be necessary to raise the total level
of the limiting curve for HFO from 20% up to 30%.

P Full load performance in %

t Operating time in hours (h)

Figure 18: Time limitation for low load operation (left), duration of "relieving operation" (right)

Line a

Line b

Line A

Line B

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Example for heavy fuel oil (HFO)

Time limits for low load operation with heavy fuel oil:

At 10 % of the full load, operation on heavy fuel oil is allowable for 19 hours
maximum.

Duration of "relieving operation":

Let the engine run at a load > 70 % of the full load appr. within 1.2 hours to
burn the deposits formed.

Note:
The acceleration time from the actual load up to 70 % of the full load must
be at least 15 minutes.

Example for MGO/MDO

Time limits for low load operation with MGO/MDO:

At 17 % of the full load, operation on MGO/MDO is allowable appr. for 200
hours maximum.

Duration of "relieving operation":

Let the engine run at a load > 70 % of the full load appr. within 18 minutes to
burn the deposits formed.

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Note:
The acceleration time from the actual load up to 70 % of the full load must
be at least 15 minutes.

2.9

Start up and load application

2.9.1

General remarks

In the case of highly supercharged engines, load application is limited. This is
due to the fact that the charge-air pressure build-up is delayed by the turbo-
charger run-up. Besides, a low load application promotes uniform heating of
the engine.

In general, requirements of the International Association of Classification
Societies (IACS) and of ISO 8528-5 are valid.
According to performance grade G2 concerning:

▪

Dynamic speed drop in % of the nominal speed ≤ 10 %

Remaining speed variation in % of the nominal speed: ≤ 5 %

Recovery time until reaching the tolerance band ±1 % of nominal speed:
≤ 5 seconds

Clarify any higher project-specific requirements at an early project stage with
MAN Diesel & Turbo. They must be part of the contract.

In a load drop of 100 % nominal engine power, the dynamic speed variation
must not exceed:

▪

10 % of the nominal speed

the remaining speed variation must not surpass 5 % of the nominal
speed

To limit the effort regarding regulating the media circuits, also to ensure an
uniform heat input it always should be aimed for longer load application times
by taking into account the realistic requirements of the specific plant.

All questions regarding the dynamic behaviour should be clarified in close
cooperation between the customer and MAN Diesel & Turbo at an early
project stage.

Requirements for plant design:

▪

The load application behaviour must be considered in the electrical sys-
tem design of the plant.

The system operation must be safe in case of graduated load applica-
tion.

The load application conditions (E-balance) must be approved during the
planning and examination phase.

The possible failure of one engine must be considered, see section Gen-
erator operation/electric propulsion – Power management, Page 72.

2.9.2

Start up time

General remark

Prior to the start up of the engine it must be ensured that the emergency
stop of the engine is working properly. Additionally all required supply sys-
tems must be in operation or in standby operation.

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Start up – Preheated engine

For the start up of the engine it needs to be preheated:

▪

Lube oil temperature ≥ 40 °C

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▪

Cooling water temperature ≥ 60 °C

The required start up time in normal starting mode (preheated engine), with
the required time for start up lube oil system and prelubrication of the engine
is shown in figure below.

Start up – Cold engine

▪

Distillate fuel must be used until warming up phase is completed.

Before further use of the engine a warming up phase is required to reach at
least the level of the regular preheating temperatures (lube oil temperature
> 40 °C, cooling water temperature > 60 °C), see figure below.

Figure 19: Start up time (not stand-by mode) for preheated engine and cold engine (emergency case)

Start up – Engine in stand-by
mode

For engines in stand-by mode the required start up time is shortened
accordingly to figure below. Engines in stand-by mode can be started with
normal starting procedure at any time.

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Figure 20: Start up time from stand-by mode

Emergency start up

In case of emergency, the run up time of the engine may be shortened
according to following figure. Be aware that this is near to the maximum
capability of the engine, so exhaust gas will be visible (opacity > 60 %). The
shortest possible run up time can only be achieved with Jet Assist.

Note:
Emergency start up only can be applied if following is provided:

▪

Engine to be equipped with Jet Assist.

External signal from plant to be provided for request to SaCoS for emer-
gency start up.

Explanation: Required to distinguish from normal start up.

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Figure 21: Emergency start up (stand-by mode)

General remark

Relevance of the specific starting phases depends on the application and on
layout of the specific plant.

Specified minimum run up time is based on the value "Required minimum
total moment of inertia" in the table(s) in section Moments of inertia – Crank-
shaft, damper, flywheel, Page 155. If the moment of inertia of the GenSet is
higher as the stated value in that table, then also the run-up time is extended
accordingly.

2.9.3

Load application – Cold engine (emergency case)

Cold engine – Warming up

If the cold engine has been started and runs at nominal speed as prescribed
following procedure is relevant:

▪
▪

▪

Distillate fuel must be used until warming up phase is completed.
Loading the engine gradually up to 30 % engine load within 6 to 8
minutes.

Keep the load at 30 % during the warming up phase until oil temperature
> 40 °C and cooling water temperature > 60 °C are reached.

The necessary time span for this process depends on the actual media tem-
peratures and the specific design of the plant. After these prescribed media
temperatures are reached the engine can be loaded up according the dia-
gram for a preheated engine.

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Figure 22: Load application, emergency case; cold engines

2.9.4

Load application for electric propulsion/auxiliary GenSet

Load application – Preheated
engine

Load application – Engine at
normal operating
temperatures

In general it is recommended to apply the load according to curve "Normal
loading" – see figure below. This ensures uniform heat input to the engine
and exhaust gas below the limit of visibility (opacity below 10 %). Jet Assist is
not required in this case.

Even after the engine has reached normal engine operating temperatures it is
recommended to apply the load according to curve "Normal loading". Jet
Assist is not required in this case. Even for "Short loading" no Jet Assist is
required. Load application according the "Short loading" curve may be affec-
ted by visible exhaust gas (opacity up to 30 %).

Emergency loading –
Preheated engine

"Emergency loading" is the shortest possible load application time for contin-
uously loading, applicable only in emergency case.

Note:
Stated load application times within figure Load application, Page 58 valid
after nominal speed is reached and synchronisation is done.

For this purpose, the power management system should have an own emer-
gency operation programme for quickest possible load application. Be aware
that this is near to the maximum capability of the engine, so exhaust gas will
be visible . The shortest possible load application time can only be achieved
with Jet Assist.

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Figure 23: Load application

Load application – DP-mode

For engines specified for DP-applications after these has reached normal
operating temperature the respective curves are relevant.

Please be aware that the typical load range of 15 % to 90 % is visualized.

The load application curves for DP-mode are near to the maximum capability
of the engine, so exhaust gas may be visible (Opacity up to 60 %). Recom-
mended to operate on DMA, DMZ or DMB-grade fuel. If low opacity values
are needed the time for load application needs to be increased.

Note:
Stated values are for engine plus standard generator.

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Figure 24: Load application – DP-mode

2.9.5

Load application – Load steps (for electric propulsion)

Minimum requirements of
classification societies and
ISO rule

The specification of the IACS (Unified Requirement M3) contains first of all
guidelines for suddenly applied load steps. Originally two load steps, each
50 %, were described. In view of the technical progress regarding increasing
mean effective pressures, the requirements were adapted. According to
IACS and ISO 8528-5 following diagram is used to define – based on the
mean effective pressure of the respective engine – the load steps for a load
application from 0 % load to 100 % load. This diagram serves as a guideline
for four stroke engines in general and is reflected in the rules of the classifica-
tion societies.

Please be aware, that for marine engines load application requirements must
be clarified with the respective classification society as well as with the ship-
yard and the owner.

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1 1st Step
2 2nd Step
3 3rd Step
4 4th Step
5 5th Step
P [%] Engine load

pme [bar] Mean effective pressure

Figure 25: Load application in steps as per IACS and ISO 8528-5

Exemplary requirements

Minimum requirements concerning dynamic speed drop, remaining speed
variation and recovery time during load application are listed below.

Classification Society

Dynamic speed
drop in % of the
nominal speed

Remaining speed
variation in % of
the nominal speed

Recovery time until
reaching the tolerance
band ±1 % of nominal
speed

Germanischer Lloyd

≤ 10 %

≤ 5 %

≤ 5 sec.

RINA

Lloyd´s Register

American Bureau of
Shipping

Bureau Veritas

Det Norske Veritas

ISO 8528-5

≤ 5 sec., max 8 sec.

≤ 5 sec.

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Table 23: Minimum requirements of some classification societies plus ISO
rule

In case of a load drop of 100 % nominal engine power, the dynamic speed
variation must not exceed 10 % of the nominal speed and the remaining
speed variation must not surpass 5 % of the nominal speed.

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Engine specific load steps –
Normal operating
temperature

MAN Diesel & Turbo

If the engine has reached normal operating temperature, load steps can be
applied according to the diagram below. The load step has to be chosen
depending on the desired recovery time. These curves are for engine plus
standard generator – plant specific details and additional moments of inertia
need to be considered. If low opacity values (below 30 % opacity) are
required, load steps should be maximum 20 % (without Jet Assist), maxi-
mum 25 % (with Jet Assist).

Before an additional load step will be applied, at least 20 sec. waiting time
after initiation of the previous load step needs to be considered.

After nominal speed is reached and synchronisation is done, the load appli-
cation process is visualised in the following diagrams.

SCR regeneration phase

Dependent on the ambient conditions during the regeneration phase of the
SCR the load application capability may be limited and may not reach the
level shown below.

Figure 26: Load application by load steps – Speed drop and recovery time

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2.9.6

Load application for mechanical propulsion (FPP and CPP)

General remark

Propeller control

Load control programme

Acceleration times for fixed pitch and controllable pitch propeller plants

Stated acceleration times in the following figure are valid for the engine itself.
Depending on the project specific propulsion train (moments of inertia, vibra-
tion calculation etc.) project specific this may differ. Of course, the accelera-
tion times are not valid for the ship itself, due to the fact, that the time con-
stants for the dynamic behavior of the engine and the vessel may have a
ratio of up to 1:100, or even higher (dependent on the type of vessel). The
effect on the vessel must be calculated separately.

For remote controlled propeller drives for ships with unmanned or centrally
monitored engine room operation in accordance to IACS “Requirements
concerning MACHINERY INSTALLATIONS”, M43, a single control device for
each independent propeller has to be provided, with automatic performance
preventing overload and prolonged running in critical speed ranges of the
propelling machinery. Operation of the engine according to the relevant and
specific operating range (e.g. Operating range for controllable pitch propeller
(CPP)) has to be ensured. In case of a manned engine room and manual
operation of the propulsion drive, the engine room personnel are responsible
for the soft loading sequence, before control is handed over to the bridge.

If the direction of the drive shaft is to be changed during maneuvering
(applies in particular to fixed pitch propeller plants) the resulting jolt, the pos-
sibility of wind milling and operation in the permitted operating range of the
engine needs to be considered. It should be aimed for the lowest possible
rotational speed of the propeller shaft, when the rotation direction change is
initiated. Already in the project planning and design phase the installation of a
shaft brake should be considered.

The lower time limits for normal and emergency manoeuvres are given in our
diagrams for application and shedding of load. We strongly recommend that
the limits for normal manoeuvring are observed during normal operation. An
automatic change-over to a shortened load programme is required for emer-
gency manoeuvres. The final design of the programme should be jointly
determined by all the parties involved, considering the demands for manoeu-
vring and the actual service capacity.

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Figure 27: Control lever setting and corresponding engine specific acceleration times
(for guidance)

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2.10

Engine load reduction

Sudden load shedding

For the sudden load shedding from 100 % to 0 % engine load, several
requirements of the classification societies regarding the dynamic and per-
manent change of engine speed have to be fulfilled.

In case of a sudden load shedding and related compressor surging, check
the proper function of the turbocharger silencer filter mat.

Recommended load reduction/stopping the engine

Figure Engine ramping down, generally, Page 66, shows the shortest pos-
sible times for continuously ramping down the engine and a sudden load
shedding.

To limit the effort regarding regulating the media circuits and also to ensure
an uniform heat dissipation it always should be aimed for longer ramping
down times by taking into account the realistic requirements of the specific
plant.

Before final engine stop the engine has to be operated for a minimum of
1 min. at idling speed.

Run-down cooling

In order to dissipate the residual engine heat, the system circuits should be
kept in operation after final engine stop for a minimum of 15 min.

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Figure 28: Engine ramping down, generally

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2.11

Engine load reduction as a protective safety measure

Requirements for the power management system/propeller control

In case of a load reduction request due to predefined abnormal engine
parameter (e.g. high exhaust gas temperature, high turbine speed, high lube
oil temperature) the power output (load) must be ramped down as fast as
possible to ≤ 60 % load.

Therefore the power management system/propeller control has to meet the
following requirements:

▪

After a maximum of 5 seconds after occurrence of the load reduction
signal, the engine load must be reduced by at least 5 %.

Then, within the next time period of maximum 30 sec. an additional
reduction of engine load by at least 35 % needs to be applied.

The “prohibited range” shown in figure Engine load reduction as a pro-
tective safety measure, Page 66 has to be avoided.

Figure 29: Engine load reduction as a protective safety measure

2.12

Engine operation under arctic conditions

Arctic condition is defined as:

Air intake temperatures of the engine below +5 °C

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If engines operate under arctic conditions (intermittently or permanently), the
engine equipment and plant installation have to hold certain design features
and meet special requirements. They depend on the possible minimum air
intake temperature of the engine and the specification of the fuel used.

Minimum air intake temperature of the engine, tx:

▪

Category A
+5 °C > tx > −15 °C

Category B
–15 °C ≥ tx > −35 °C

Category C
tx ≤ −35 °C

Special engine design requirements

▪

Charge air blow-off according to categories A, B or C.

If arctic fuel (with very low lubricating properties) is used, the following
actions are required:

–

The maximum permissible fuel temperatures and the minimum per-
missible viscosity before engine have to be kept.

Fuel injection pump with sealing oil

The low viscosity of the arctic fuel can cause an increased leakage
inside conventional injection pumps, that may contaminate the lube
oil. Therefore sealing oil needs to be installed at the engine and must
be activated (dependent on engine type).

–

Fuel injection valve

Switch off nozzle cooling to avoid corrosion caused by temperatures
below the dew point.

–

Valve seat lubrication

Has to be equipped to the engine and to be activated to avoid
increased wear of the inlet valves (dependent on engine type).

Engine equipment

▪

SaCoSone equipment is suitable to be stored at minimum ambient tem-
peratures of –15 °C.

In case these conditions cannot be met, protective measures against cli-
matic influences have to be taken for the following electronic compo-
nents:

–

EDS Databox APC620

TFT-touchscreen

Emergency switch module BD5937

These components have to be stored at places, where the temperature
is above –15 °C.

A minimum operating temperature of ≥ 0 °C has to be ensured. The use
of an optional electric heating is recommended.

Alternators

Alternator operation is possible according to suppliers specification.

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Intake air conditioning

Instruction for minimum
admissible fuel temperature

Minimum power house/
engine room temperature

Coolant and lube oil systems

MAN Diesel & Turbo

Plant installation

▪

Air intake of the engine and power house/engine room ventilation have to
be two different systems to ensure that the power house/engine room
temperature is not too low caused by the ambient air temperature.

It is necessary to ensure that the charge air cooler cannot freeze when
the engine is out of operation (and the cold air is at the air inlet side).

Category A, B

No additional actions are necessary. The charge air before the cylinder is
preheated by the HT circuit of the charge air cooler (LT circuit closed).

Category C

An air intake temperature ≥ –35 °C has to be ensured by preheating.

Additionally the charge air before the cylinder is preheated by the HT cir-
cuit of the charge air cooler (LT circuit closed).

In general the minimum viscosity before engine of 1.9 cSt must not be
undershoot.

The fuel specific characteristic values “pour point” and “cold filter plug-
ging point” have to be observed to ensure pumpability respectively filter-
ability of the fuel oil.

Fuel temperatures of ≤ –10 °C are to be avoided, due to temporarily
embrittlement of seals used in the engines fuel oil system. As a result
they may suffer a loss of function.

Ventilation of power house/engine room.

The air of the power house/engine room ventilation must not be too cold
(preheating is necessary) to avoid the freezing of the liquids in the power
house/engine room systems.

▪ Minimum powerhouse/engine room temperature for design ≥ +5 °C.
Coolant and lube oil system have to be preheated for each individual
engine, see section Starting conditions, Page 50.

▪

Design requirements for the preheater of HT systems:

– Category A

Standard preheater

– Category B

50 % increased capacity of the preheater

– Category C

100 % increased capacity of the preheater

▪ Maximum permissible antifreeze concentration (ethylene glycol) in the

engine cooling water.

An increasing proportion of antifreeze decreases the specific heat
capacity of the engine cooling water, which worsens the heat dissipation
from the engine and will lead to higher component temperatures.

The antifreeze concentration of the engine cooling water systems (HT
and NT) within the engine room respectively power house is therefore
limited to a maximum concentration of 40 % glycol. For systems that
require more than 40 % glycol in the cooling water an intermediate heat
exchanger with a low terminal temperature difference should be provi-
ded, which separates the external cooling water system from the internal
system (engine cooling water).

▪

If a concentration of anti-freezing agents of > 50 % in the cooling water
systems is required, contact MAN Diesel & Turbo for approval.

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Insulation

Heat tracing

▪

For information regarding engine cooling water see section Specification
for engine supplies, Page 221.

The design of the insulation of the piping systems and other plant parts
(tanks, heat exchanger etc.) has to be modified and designed for the special
requirements of arctic conditions.

To support the restart procedures in cold condition (e.g. after unmanned sur-
vival mode during winter), it is recommended to install a heat tracing system
in the pipelines to the engine.

Note:
A preheating of the lube oil has to be ensured. If the plant is not equipped
with a lube oil separator (e.g. plants only operating on MGO) alternative
equipment for preheating of the lube oil must be provided.
For plants taken out of operation and cooled down below temperatures of
+5 °C additional special measures are required – in this case contact MAN
Diesel & Turbo.

Minimum load

The minimum engine load corresponds to the current intake air temperature
at compressor inlet (TC) and prevents too high heat loss and the resulting
risk of engine damage.

After engine start it is necessary to ramp up the engine to the below speci-
fied minimum engine load. Thereby Range I and Range II must be passed as
quick as possible to reach Range III. Be aware that within Range III low load
operation restrictions may apply.

All preheaters need to be operated in parallel to engine operation during
startup until minimum engine load is reached to ensure at least the standby
conditions of the media temperatures.

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2.13

GenSet operation

2.13.1

Operating range for GenSet/electric propulsion

Figure 31: Operating range for GenSet/electric propulsion

▪ MCR

Maximum continuous rating.

Range I

Operating range for continuous service.

Range II

No continuous operation permissible.

Maximum operating time less than 2 minutes.

Range III

▪

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According to DIN ISO 8528-1 load > 100 % of the rated output is per-
missible only for a short time to provide additional engine power for gov-
erning purposes only (e.g. transient load conditions and suddenly applied
load). This additional power shall not be used for the supply of electrical
consumers.

IMO certification for engines with operating range for electric propulsion

Test cycle type E2 will be applied for the engine´s certification for compliance
with the NOx limits according to NOx technical code.

IMO certification for engines with operating range for auxiliary GenSet

Test cycle type D2 will be applied for the engine´s certification for compliance
with the NOx limits according to NOx technical code.

2.13.2

Available outputs and permissible frequency deviations

General

Generating sets, which are integrated in an electricity supply system, are
subjected to the frequency fluctuations of the mains. Depending on the
severity of the frequency fluctuations, output and operation respectively have
to be restricted.

Frequency adjustment range

According to DIN ISO 8528-5: 1997-11, operating limits of > 2.5 % are
specified for the lower and upper frequency adjustment range.

Operating range

Depending on the prevailing local ambient conditions, a certain maximum
continuous rating will be available.

In the output/speed and frequency diagrams, a range has specifically been
marked with “No continuous operation permissible in this area”. Operation in
this range is only permissible for a short period of time, i.e. for less than 2
minutes. In special cases, a continuous rating is permissible if the standard
frequency is exceeded by more than 4 %.

Limiting parameters

Max. torque

In case the frequency decreases, the available output is limited by the maxi-
mum permissible torque of the generating set.

Max. speed for continuous
rating

An increase in frequency, resulting in a speed that is higher than the maxi-
mum speed admissible for continuous operation, is only permissible for a
short period of time, i.e. for less than 2 minutes.

For engine-specific information see section Ratings (output) and speeds,
Page 41 of the specific engine.

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Overload

According to DIN ISO 8528-1 load > 100 % of the rated engine output is
permissible only for a short time to provide additional engine power for gov-
erning purpose only (e.g. transient load conditions and suddenly applied
load). This additional power shall not be used for the supply of electrical con-
sumers.

Figure 32: Permissible frequency deviations and corresponding max. output

2.13.3

Generator operation/electric propulsion – Power management

Operation of vessels with electric propulsion is defined as parallel operation
of main engines with generators forming a closed system.

The power supply of the plant as a standard is done by auxilliary GenSets
also forming a closed system.

In the design/layout of the plant a possible failure of one engine has to be
considered in order to avoid overloading and under-frequency of the remain-
ing engines with the risk of an electrical blackout.

Therefore we recommend to install a power management system. This
ensures uninterrupted operation in the maximum output range and in case
one engine fails the power management system reduces the propulsive out-
put or switches off less important energy consumers in order to avoid under-
frequency.

According to the operating conditions it is the responsibility of the ship's
operator to set priorities and to decide which energy consumer has to be
switched off.

The base load should be chosen as high as possible to achieve an optimum
engine operation and lowest soot emissions.

The optimum operating range and the permissible part loads are to be
observed (see section Low load operation, Page 52).

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Load application in case one engine fails

In case one engine fails, its output has to be made up for by the remaining
engines in the system and/or the load has to be decreased by reducing the
propulsive output and/or by switching off electrical consumers.

The immediate load transfer to one engine does not always correspond with
the load reserve that the particular engine has available at the respective
moment. That depends on the engine's base load.

Be aware that the following section only serves as an example and is defi-
nitely not valid for this engine type. For the engine specific capability please
see figure Load application by load steps – Speed drop and recovery time.

Figure 33: Maximum load step depending on base load (example may not be valid for this engine type)

Based on the above stated exemplary figure and on the total number of
engines in operation the recommended maxium load of these engines can
be derived. Observing this limiting maximum load ensures that the load from
one failed engine can be transferred to the remaining engines in operation
without power reduction.

Number of engines in parallel operation

Recommended maximum load in (%) of Pmax

87.5

Table 24: Exemplary – Recommended maximum load in (%) of Pmax dependend on number of engines in
parallel operation

2.13.4

Alternator – Reverse power protection

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Definition of reverse power

If an alternator, coupled to a combustion engine, is no longer driven by this
engine, but is supplied with propulsive power by the connected electric grid
and operates as an electric motor instead of working as an alternator, this is
called reverse power. The speed of a reverse power driven engine is accord-
ingly to the grid frequency and the rated engine speed.

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Demand for reverse power protection

For each alternator (arranged for parallel operation) a reverse power protec-
tion device has to be provided because if a stopped combustion engine (fuel
admission at zero) is being turned it can cause, due to poor lubrication,
excessive wear on the engine´s bearings. This is also a classifications’
requirement.

Examples for possible reverse power occurences

▪

Due to lack of fuel the combustion engine no longer drives the alternator,
which is still connected to the mains.

Stopping of the combustion engine while the driven alternator is still con-
nected to the electric grid.

▪ On ships with electric drive the propeller can also drive the electric trac-
tion motor and this in turn drives the alternator and the alternator drives
the connected combustion engine.

▪

Sudden frequency increase, e.g. because of a load decrease in an isola-
ted electrical system -> if the combustion engine is operated at low load
(e.g. just after synchronising).

Adjusting the reverse power protection relay

The necessary power to drive an unfired diesel or gas engine at nominal
speed cannot exceed the power which is necessary to overcome the internal
friction of the engine. This power is called motoring power. The setting of the
reverse-power relay should be, as stated in the classification rules, 50 % of
the motoring power. To avoid false tripping of the alternator circuit breaker a
time delay has to be implemented. A reverse power >> 6 % mostly indicates
serious disturbances in the generator operation.

Table Adjusting the reverse power relay, Page 74 below provides a sum-
mary.

Admissible reverse power Pel [%]

Time delay for tripping the alternator circuit
breaker [sec]

Pel < 3

3 ≤ Pel < 8

Pel ≥ 8

Table 25: Adjusting the reverse power relay

3 to 10

No delay

2.13.5

Earthing measures of diesel engines and bearing insulation on alternators

General

The use of electrical equipment on diesel engines requires precautions to be
taken for protection against shock current and for equipotential bonding.
These measures not only serve as shock protection but also for functional
protection of electric and electronic devices (EMC protection, device protec-
tion in case of welding, etc.).

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Earthing connections on the engine

Threaded bores M12, 20 mm deep, marked with the earthing symbol are
provided in the engine foot on both ends of the engine.

It has to be ensured that earthing is carried out immediately after engine set-
up. If this cannot be accomplished any other way, at least provisional earth-
ing is to be effected right after engine set-up.

1, 2 Connecting grounding terminal coupling side and

free end (stamped symbol) M12

Figure 34: Earthing connection on engine (are arranged diagonally opposite each
other)

Measures to be taken on the alternator

Shaft voltages, i.e. voltages between the two shaft ends, are generated in
electrical machines because of slight magnetic unbalances and ring excita-
tions. In the case of considerable shaft voltages (e.g. > 0.3 V), there is the
risk that bearing damage occurs due to current transfers. For this reason, at
least the bearing that is not located on the drive end is insulated (valid for
alternators > 1 MW output). For verification, the voltage available at the shaft
(shaft voltage) is measured while the alternator is running and excited. With
proper insulation, a voltage can be measured. In order to protect the prime
mover and to divert electrostatic charging, an earthing brush is often fitted on
the coupling side.

Observation of the required measures is the alternator manufacturer’s
responsibility.

Consequences of inadequate bearing insulation on the alternator and

insulation check

In case the bearing insulation is inadequate, e.g., if the bearing insulation was
short-circuited by a measuring lead (PT100, vibration sensor), leakage cur-
rents may occur, which result in the destruction of the bearings. One possi-

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bility to check the insulation with the alternator at standstill (prior to coupling
the alternator to the engine; this, however, is only possible in the case of sin-
gle-bearing alternators) would be:

Raise the alternator rotor (insulated, in the crane) on the coupling side.

▪
▪ Measure the insulation by means of the megger test against earth.

Note:
Hereby the max. voltage permitted by the alternator manufacturer is to be
observed.

If the shaft voltage of the alternator at rated speed and rated voltage is
known (e.g. from the test record of the alternator acceptance test), it is also
possible to carry out a comparative measurement.

If the measured shaft voltage is lower than the result of the “earlier measure-
ment” (test record), the alternator manufacturer should be consulted.

Earthing conductor

The nominal cross section of the earthing conductor (equipotential bonding
conductor) has to be selected in accordance with DIN VDE 0100, part 540
(up to 1 kV) or DIN VDE 0141 (in excess of 1 kV).

Generally, the following applies:

The protective conductor to be assigned to the largest main conductor is to
be taken as a basis for sizing the cross sections of the equipotential bonding
conductors.

Flexible conductors have to be used for the connection of resiliently mounted
engines.

Execution of earthing

The earthing must be executed by the shipyard respectively plant owner,
since generally it is not scope of supply of MAN Diesel & Turbo.

Earthing strips are not included in the MAN Diesel & Turbo scope of supply.

Additional information regarding the use of welding equipment

In order to prevent damage on electrical components, it is imperative to earth
welding equipment close to the welding area, i.e., the distance between the
welding electrode and the earthing connection should not exceed 10 m.

2.14

Propeller operation, suction dredger (pump drive)

2.14.1

General remark for operating ranges

Please be advised that engines with several operational demands, always the
stricter limitations need to be applied and is valid for all operational tasks.

E.g. mechanical dredger applications need to be classified in following man-
ner:

▪

Engine only dredge pump drive.

Operating range for pump drive valid.

Engine driving dredge pump and on counter side a fixed pitch propeller.

Operating range for fixed pitch propeller valid.

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▪

Engine driving dredge pump and on counter side a controllable pitch
propeller.

Operating range for pump drive valid.

Engine driving dredge pump and on counter side a controllable pitch
propeller and a small generator.

Operating range for pump drive valid.

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2.14.2

Operating range for controllable pitch propeller (CPP)

Figure 35: Operating range for controllable pitch propeller

Remark:

In rare occasions it might be necessary that certain engine speed intervals
have to be barred for continuous operation.

For FPP applications as well as for applications using resiliently mounted
engines, the admissible engine speed range has to be confirmed (preferably
at an early project phase) by a torsional vibration calculation, by a dimension-
ing of the resilient mounting, and, if necessary, by an engine operational
vibration calculation.

MCR = Maximum continuous rating

Range I: Operating range for continuous operation.

Range II: Operating range which is temporarily admissible e.g. during accel-
eration and manoeuvring.

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The combinator curve must be placed at a sufficient distance to the load limit
curve. For overload protection, a load control has to be provided.

Transmission losses (e.g. by gearboxes and shaft power) and additional
power requirements (e.g. by PTO) must be taken into account.

IMO certification for engines with operating range for controllable pitch

propeller (CPP)

Test cycle type E2 will be applied for the engine´s certification for compliance
with the NOx limits according to NOx technical code.

2.14.3

General requirements for the CPP propulsion control

Pitch control of the propeller plant

General

A distinction between constant-speed operation and combinator-curve oper-
ation has to be ensured.

Failure of propeller pitch control:

In order to avoid overloading of the engine upon failure of the propeller pitch
control the propeller pitch must be adjusted to a value < 60 % of the maxi-
mum possible pitch.

4 – 20 mA load indication
from engine control

As a load indication a 4 – 20 mA signal from the engine control is supplied to
the propeller control.

Combinator-curve operation:

The 4 – 20 mA signal has to be used for the assignment of the propeller
pitch to the respective engine speed. The operation curve of engine speed
and propeller pitch (for power range, see section Operating range for control-
lable pitch propeller (CPP), Page 78) has to be observed also during acceler-
ation/load increase and unloading.

Acceleration/load increase

The engine speed has to be increased prior to increasing the propeller pitch
(see figure Example to illustrate the change from one load step to another,
Page 80.

When increasing propeller pitch and engine speed synchronously, the speed
has to be increased faster than the propeller pitch.

The engine should not be operated in the area above the combinator curve
(Range II in figure Operating range for controllable pitch propeller, Page 78).

Automatic limitation of the rate of load increase must be implemented in the
propulsion control.

Deceleration/unloading the engine

The engine speed has to be reduced later than the propeller pitch (see figure
Example to illustrate the change from one load step to another, Page 80.

When decreasing propeller pitch and engine speed synchronously, the pro-
peller pitch has to be decreased faster than the speed.

The engine should not be operated in the area above the combinator curve
(Range II in figure Operating range for controllable pitch propeller, Page 78).

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Example of illustration of the change from one load step to another

Figure 36: Example to illustrate the change from one load step to another

Windmilling protection

If a stopped engine (fuel admission at zero) is being turned by the propeller,
this is called “windmilling”. The permissible period for windmilling is short,
because windmilling can cause excessive wear of the engine bearings, due
to poor lubrication at low propeller speed.

The propeller control has to ensure that the windmilling time is less than
40 sec.

The propeller control has to ensure that the windmilling time is less than
40 sec. In case of plants without shifting clutch, it has to be ensured that a
stopped engine cannot be turned by the propeller.

For maintenance work a shaft interlock has to be provided for each propeller
shaft.

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Single-screw ship

Multiple-screw ship

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Overload contact

Contact "Operation close to
the limit curve"

Propeller pitch reduction
contact

Binary signals from engine control

The overload contact will be activated when the engine's fuel admission rea-
ches the maximum position. At this position, the control system has to stop
the increase of the propeller pitch. If this signal remains longer than the pre-
determined time limit, the propeller pitch has to be decreased.

This contact is activated when the engine is operated close to a limit curve
(torque limiter, charge air pressure limiter, etc.). When the contact is activa-
ted, the control system has to stop the increase of the propeller pitch. If this
signal remains longer than the predetermined time limit, the propeller pitch
has to be decreased.

This contact is activated when disturbances in engine operation occur, for
example too high exhaust-gas mean-value deviation. When the contact is
activated, the propeller control system has to reduce the propeller pitch to
60 % of the rated engine output, without change in engine speed.

In section Engine load reduction as a protective safety measure, Page 66 the
requirements for the response time are stated.

Distinction between normal manoeuvre and emergency manoeuvre

The propeller control system has to be able to distinguish between normal
manoeuvre and emergency manoeuvre (i.e., two different acceleration curves
are necessary).

MAN Diesel & Turbo's guidelines concerning acceleration times and power

range have to be observed

The power range (see section Operating range for controllable-pitch propeller
(CPP), Page 78) and the acceleration times (see section Load application for
mechanical propulsion (FPP and CPP), Page 63) have to be observed. In
section Engine load reduction as a protective safety measure, Page 66 the
requirements for the response time are stated.

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2.14.4

Operating range for fixed pitch propeller (FPP)

Figure 37: Operating range for fixed pitch propeller

For further information about reduced output see section Available outputs
and permissible frequency deviations, Page 71.

Remark:

In rare occasions it might be necessary that certain engine speed intervals
have to be barred for continuous operation.

▪ Maximum continuous rating (MCR), fuel stop power

1) Design of propeller (FP)
A new propeller must be designed to be operated within this range. Boun-
dary conditions for the design are clean hull, calm weather, propeller light
running inter alia.

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2) Theoretical propeller curve
This curve must not be be exceeded, except temporarily during manoeuvring
and accelerating. Boundary conditions are fouled hull, heavy weather, pro-
peller heavy running.

3) Torque limit curve
This curve corresponds to the maximum permitted overload.

4) Maximum permitted engine output after load reduction demand of engine
control is 60 %.

Within the section Load application for mechanical propulsion (FPP and
CPP), Page 63 acceleration times for fixed pitch propeller plants are stated.
Pay attention to the note regarding consideration of a shaft brake.

Note:
Engine operation in a speed range between 103 % and 106 % is permissible
for maximum 1 hour!
The propeller design depends on type and application of the vessel. There-
fore the determination of the installed propulsive power in the ship is always
the exclusive responsibility of the yard.
Determining the engine power: The energy demand or the energy losses
from all at the engine additionally attached aggregates has to be considered
(e. g. shaft alternators, gearboxes). That means, after deduction of their
energy demand from the engine power the remaining engine power must be
sufficient for the required propulsion power.

Note:
Type testing of the engines is carried out at 110 % rated output and 103 %
rated engine speed.

But operation with output > 100 % only allowed at seatrial for approval of
classification society, not for normal operation.

External HT cooling water support pump and external lubrication support
pump need to be activated within a certain speed range. See section
Engines speeds and related main data, Page 44.

IMO certification for engines with operating range for fixed pitch propeller

(FPP)

Test cycle type E3 will be applied for the engine´s certification for compliance
with the NOx limits according to NOx technical code.

2.14.5

General requirements for the FPP propulsion control

In acordance to IACS “Requirements concerning MACHINERY INSTALLA-
TIONS”, M43, a single control device for each independent propeller has to
be provided, with automatic performance preventing overload and prolonged
running in critical speed ranges of the propelling machinery.

Operation of the engine according to the stated FPP operating range has to
be ensured.

Load control of the propeller plant

For mechanical speed
governors

As a load indication a 4 – 20 mA signal from the engines admission teletrans-
mitter is supplied to the propeller control system.

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For electronic speed
governors

As a load indication a 4 – 20 mA signal from the engines electronic governor
is supplied to the propeller control system.

Single-screw ship

Multiple-screw ship

Windmilling protection

If a stopped engine (fuel admission at zero) is being turned by the propeller,
this is called “windmilling”. The permissible period for windmilling is short,
because windmilling can cause, due to poor lubrication at low propeller
speed, excessive wear of the engine bearings.

The propeller control has to ensure that the windmilling time is less than
40 sec.

The propeller control has to ensure that the windmilling time is less than
40 sec. In case of plants without shifting clutch, it has to be ensured that a
stopped engine won´t be turned by the propeller.

(Regarding maintenance work a shaft interlock has to be provided for each
propeller shaft.)

Binary signals from engine control (SaCoS)

Overload contact

The overload contact will be activated when the fuel admission reaches the
maximum position.

Reduction contact

Operation close to the limit
curves (only for electronic
speed governors)

If this occasion Propeller control has to reduce output demand until overload
contact will be deactivated again.

This contact is activated when disturbances in engine operation occur, for
example too high exhaustgas mean-value deviation. When the contact is
activated, the propeller control system has to reduce the output demand to
below 60 % of the nominal output of the engine.

In section Engine load reduction as a protective safety measure, Page 66 the
requirements for the response time are stated.

This contact is activated when the engine is operated close to a limit curve
(torque limiter, cahrge air pressure limiter...). When the contact is activated,
the propeller control system has to pause with an increase of a load
demand. In case the signal remains longer than the predetermined time limit,
the output demand needs to be reduced.

Binary signals to engine control (SaCoS) from ECR or Bridge

Override (Binary signal by
switch)

In case “Override” has been activated, “Stop” or “Reduce” demands of
engine safety system will not be excecuted, but printed at the alarm printer.

Binary signals to engine control (SaCoS) from coupling control

Activation of clutch

To enable engine control (SaCoS) to act at the begnning of the clutch-in pro-
cedure a binary signal has to be provided.

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2.14.6

Operating range for mechanical pump drive

Figure 38: Operating range for mechanical pump drive

▪ MCR

▪

Maximum continuous rating, fuel stop power

Range I

Operating range for continuous operation

For dredge applications with dredge pumps directly mechanically driven
by the engines there is a requirement for full constant torque operation
between 80 % and 100 % of nominal engine speed. This specific operat-
ing range results in a reduced output of the engine according to table
Available outputs/related reference conditions, Page 42.

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IMO certification for engines with operating range for mechanical pump

drive

Test cycle type C1 for auxiliary engine application will be applied for the
engine´s certification for compliance with the NOx limits according to NOx
technical code.

2.15

Fuel oil, urea, lube oil, starting air and control air consumption

2.15.1

Fuel oil consumption for emission standard: IMO Tier III

Note:

The engine's certification for compliance with the NOx limits according to NOx
technical code will be done within the scope of supply of the factory accept-
ance test as member or parent engine for IMO Tier II without SCR installa-
tion. Accordingly the stated figures for the fuel oil consumption are without
SCR installation.

The impact of the SCR installation on the fuel oil consumption depends on
the plant layout and ambient conditions (see paragraph Additions to fuel con-
sumption (g/kWh), Page 88).

Engine MAN 32/40 – Electric propulsion (n = const.)

500 kW/cyl., 720 or 500 kW/cyl., 750 rpm

% Load

Spec. fuel consumption (g/kWh) with
HFO or MDO (DMB) without attached
pumps2) 3) 4)

Spec. fuel consumption (g/kWh) with
MGO or (DMA, DMZ) without attached
pumps2) 3) 4)

L engine

V engine

100

186

85 1)

183

100

190

197

210

184

85 1)

182

187

193

200

187

183.8 190.7 197.1

210

185

182.8 187.7 193.1

200

1) Warranted fuel consumption at 85 % MCR.

2) Tolerance +5 %.

Note: The additions to fuel consumption must be considered before the tolerance for warranty is taken into account.
For consideration of fuel leakage amount please consider table Leak rate (fuel and lube oil together) for conventional
injection, Page 343.

3) Based on reference conditions, see table Reference conditions for fuel consumption, Page 90.

4) Relevant for engine´s certification for compliance with the NOx limits according E2 test cycle.

Table 26: Fuel oil consumption MAN 32/40 – Electric propulsion (n = const.)

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Engine MAN 16V32/40 High Dynamic – Electric propulsion (n = const.)

453 kW/cyl., 720 or 453 kW/cyl., 750 rpm

% Load

Spec. fuel consumption (g/kWh) with HFO or MDO (DMB) without attached
pumps2) 3) 4)

16V engine

100

187

85 1)

186

187

188

201

Spec. fuel consumption (g/kWh) with MGO or (DMA, DMZ) without attached
pumps2) 3) 4)

188

186.8 187.7 188.1

201

1) Warranted fuel consumption at 85 % MCR.

2) Tolerance +5 %.

3) Based on reference conditions, see table Reference conditions for fuel consumption, Page 90.

4) Relevant for engine´s certification for compliance with the NOx limits according E2 test cycle.

Table 27: Fuel oil consumption MAN 16V32/40 High Dynamic – Electric propulsion (n = const.)

Engine MAN 32/40 – Mechanical propulsion with controllable pitch

propeller (CPP)

500 kW/cyl., 750 rpm

% Load

Speed

Spec. fuel consumption (g/kWh) with
HFO or MDO (DMB) without attached
pumps2) 3) 4)

Spec. fuel consumption (g/kWh) with
MGO or (DMA, DMZ) without attached
pumps2) 3) 4)

L engine

V engine

100

85 1)

100

85 1)

constant = 750 rpm

186

183

190

197

210

184

182

187

193

200

187

183.8 190.7 197.1

210

185

182.8 187.7 193.1

200

1) Warranted fuel consumption at 85 % MCR.

2) Tolerance +5 %.

3) Based on reference conditions, see table Reference conditions for fuel consumption, Page 90.

4) Due to engine´s certification for compliance with the NOx limits according E2 (test cycle for "constant-speed main
propulsion application" including diesel-electric drive and all controllable pitch propeller installations) factory accept-
ance test will be done with constant speed only.

Table 28: Fuel oil consumption MAN 32/40 – Mechanical propulsion with controllable pitch propeller (CPP)

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Engine MAN 32/40 – Mechanical propulsion with fixed pitch propeller (FPP)

450 kW/cyl., 750 rpm

L engine

V engine

100

750

189

85 1)

710

184

683

600

473

100

750

192

194

201

187

85 1)

710

183

683

600

473

189

190

191

190

184.8 192.7 194.1

201

188

183.8 189.7 190.1

191

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% Load

Speed (rpm)

Spec. fuel consumption (g/kWh) with
HFO or MDO (DMB) without attached
pumps2) 3) 4)

Spec. fuel consumption (g/kWh) with
MGO or (DMA, DMZ) without attached
pumps2) 3) 4)

1) Warranted fuel consumption at 85 % MCR.

2) Tolerance +5 %.

3) Based on reference conditions, see table Reference conditions for fuel consumption, Page 90.

4) Relevant for engine´s certification for compliance with the NOx limits according E3 test cycle.

Table 29: Fuel oil consumption MAN 32/40 – Mechanical propulsion with fixed pitch propeller (FPP)

Engine MAN 32/40 – Suction dredger/pumps (mechanical drive)

450 kW/cyl., 750 rpm

% Load

Speed

Spec. fuel consumption (g/kWh)
with HFO or MDO (DMB) without
attached pumps2) 3) 4)

Spec. fuel consumption (g/kWh)
with MGO or (DMA, DMZ) without
attached pumps2) 3) 4)

L engine

V engine

100

85 1)

100

85 1)

constant = 750 rpm

190

189.2

193.3

200.9

203.5

188

188.2

190.3

195.9

193.5

191

190

194

201

203.5

189

191

196

193.5

1) Warranted fuel consumption at 85 % MCR.

2) Tolerance +5 %.

3) Based on reference conditions, see table Reference conditions for fuel consumption, Page 90.

4) Clarification needed on early project stage if engine´s certification for compliance with the NOx limits needs to be
done according C1, E2 or E3 test cycle.

Table 30: Fuel oil consumption MAN 32/40 – Suction dredger/pumps (mechanical drive)

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1
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Additions to fuel consumption (g/kWh)

1. Attached driven pumps increase the fuel oil consumption by:

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(A percentage addition to the load specific fuel consumption for the specific
load [%] and the specific speed nₓ has to be considered).

For HT CW service pump (attached)1)

For LT CW service pump (attached)

Figure 39: Derivation of factor a

Note:
Formula is relevant for centrifugal pumps and is valid for the nominal flow
rate. Due to linear influence of engine speed on flow capacity of attached
water pump and quadratic influence of engine speed on water pressure of
attached water pump, the required drive power is influenced by the engine
speed to the power of three.

For all lube oil service pumps (attached)1)

GenSet, electric propulsion:

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Mechanical propulsion CPP/FPP:

Suction dredger/pumps:

load %: Actual load in [%] referred to the nominal output "100 %".

Note:
Due to pressure regulating valve and the different type of pump, the lube oil
service pump/s (attached) will be calculated by a different formula compared
to the water pumps.

load %

Actual load in [%] referred to the nominal output “100 %”

To actual load corresponding actual speed in [rpm]

Nominal speed in [rpm]

1) Note: For FPP application for the operating range up to 60 % nominal
speed a HT CW service support pump (free-standing) and a lube oil service
support pump (free-standing) has to be applied. The needed energy at plant
side must be considered.

2. For exhaust gas back pressure after turbine > 50 mbar

Every additional 1 mbar (0.1 kPa) backpressure addition of 0.025 g/kWh to
be calculated.

3. For charge air blow-off for exhaust gas temperature control (plants with
catalyst converter)

For every increase of the exhaust gas temperature by 1° C, due to activation
of charge air blow-off device, an addition of 0.07 g/kWh to be calculated.

Fuel oil consumption at idle running

Fuel oil consumption at idle running (kg/h)

No. of cylinders,
config.

Speed 720/750 rpm

Table 31: Fuel oil consumption at idle running (only for guidance)

12V

14V

16V

18V

104

120

134

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1
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2
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1
0
2

Reference conditions for fuel consumption

According to ISO 15550: 2002; ISO 3046-1: 2002

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Air temperature before turbocharger tr

Total barometric pressure pr

Relative humidity Φr

Exhaust gas back pressure after turbocharger1)

2)
Engine type specific reference charge air temperature before cylinder tbar

Temperature control of temperature turbine outlet by adjustable waste gate:

Setpoint as minimum temperature for deactivated SCR

Net calorific value NCV

1) Measured at 100 % load, accordingly lower for loads < 100 %.

K/°C

298/25

kPa

K/°C

100

316/43

K/°C

kJ/kg

563/290

42,700

2) Specified reference charge air temperature corresponds to a mean value for all cylinder numbers that will be ach-
ieved with 25 °C LT cooling water temperature before charge air cooler (according to ISO).

Table 32: Reference conditions for fuel consumption MAN 32/40 IMO Tier III

IMO Tier II Requirements:

For detailed information see section Cooling water system diagram, Page
298.

IMO: International Maritime Organization

MARPOL 73/78; Revised Annex VI-2008, Regulation 13.

Tier II: NOx technical code on control of emission of nitrogen oxides from die-
sel engines.

2.15.2

Urea consumption for emission standard IMO Tier III

With the following table the urea (40 %) solution consumption from IMO Tier
II to Tier III level could be calculated. The values are for indication only.

500/514

13.5

600

13.0

720/750

13.0

800

12.5

900

12.0

1,000

11.5

Speed (rpm)

Urea consumption1)
(g/kWh)

1) Urea 40 % according section Specification of urea solution, Page 264 calculated Tier II to Tier III reduction.

Table 33: Urea consumption

Note:
Urea consumption could be different for engines with specific load point opti-
misation.

2.15.3

Lube oil consumption

500 kW/cyl.; 720/750 rpm

Specific lube oil consumption 0.5 g/kWh

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Total lube oil consumption [kg/h]1)

No. of cylinders, config.

Speed 720/750 rpm

1.5

1.75

12V

2.25

14V

3.5

16V

18V

4.5

1) Tolerance for warranty +20 %.

Table 34: Total lube oil consumption

Note:
As a matter of principle, the lube oil consumption is to be stated as total lube
oil consumption related to the tabulated ISO full load output (see section Rat-
ings (output) and speeds, Page 41).

2.15.4

Compressed air consumption – SCR reactor

Soot blowing and urea injection requires compressed air. Depending on the
SCR reactor size the following volumes are permanent and in SCR operation
required.

Mixing
device

Engine power approxi-
mately

Mixing pipe DN

Permanent air consumption
by sootblower

Additional air consumption
in SCR operation by urea
injection

No.

0 – 1,000

1,001 – 2,000

2,001 – 3,000

3,001 – 4,200

4,201 – 5,400

5,401 – 6,800

6,801 – 8,500

8,501 – 10,500

10,501 – 13,000

13,001 – 20,000

20,001 – 21,600

500

600

800

1,000

1,100

1,200

1,400

1,500

1,600

2,100

2,300

Table 35: Compressed air consumption – SCR reactor

Nm3/h

140

158

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8
1
-
2
0
-
6
1
0
2

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2.15.5

Starting air and control air consumption

No. of cylinders, config.

Swept volume of engine

litre

Air consumption per
start

Nm3 1)

Control air consumption

Air consumption per Jet
Assist activation

Air consumption per
slow turn manoeuvres

193

2.2

225

1.8

257

1.7

289

2.0

12V

386

2.2

14V

450

2.5

16V

515

2.25

18V

579

2.6

The control air consumption highly depends on the specific engine operation
and is less than 1 % of the engine´s air consumption per start.

1.85

2.95

3.75

5.95

4.4

3.6

3.4

4.0

4.4

5.0

4.50

5.2

1) Nm3 corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.

Table 36: Starting air and control air consumption

2.15.6

Recalculation of fuel consumption dependent on ambient conditions

In accordance to ISO standard ISO 3046-1:2002 "Reciprocating internal
combustion engines – Performance, Part 1: Declarations of power, fuel and
lube oil consumptions, and test methods – Additional requirements for
engines for general use" MAN Diesel & Turbo has specified the method for
recalculation of fuel consumption for liquid fuel dependent on ambient condi-
tions for single-stage turbocharged engines as follows:

β = 1 + 0.0006 x (tx – tr) + 0.0004 x (tbax – tbar) + 0.07 x (pr – px)

The formula is valid within the following limits:

Ambient air temperature

Charge air temperature before cylinder

5 °C – 55 °C

25 °C – 75 °C

Ambient air pressure

0.885 bar – 1.030 bar

Table 37: Limit values for recalculation of liquid fuel consumption

β Fuel consumption factor

tbar Engine type specific reference charge air temperature before cylinder
see table Reference conditions for fuel consumption, Page 90.

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

93 (451)

Page 96

MAN Diesel & Turbo

Unit

Reference

At test run or
at site

Specific fuel consumption

[g/kWh]

Ambient air temperature

Charge air temperature before cylinder

Ambient air pressure

[°C]

[bar]

tbar

tbax

Table 38: Recalculation of liquid fuel consumption – Units and references

Example

Reference values:

br = 200 g/kWh, tr = 25 °C, tbar = 40 °C, pr = 1.0 bar

At Site:

tx = 45 °C, tbax = 50 °C, px = 0.9 bar

ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023

bx = ß x br = 1.023 x 200 = 204.6 g/kWh

2.15.7

Influence of engine aging on fuel consumption

The fuel oil consumption will increase over the running time of the engine.
Timely service can reduce or eliminate this increase. For dependencies see
figure Influence from total engine running time and service intervals on fuel oil
consumption, Page 95.

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94 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 97

MAN Diesel & Turbo

Figure 40: Influence of total engine running time and service intervals on fuel oil consumption

2.16

Service support pumps for lower speed range of FPP applications

Main data – Service support pumps

For fixed pitch propeller (FPP) application for the operating range up to 60 %
nominal speed service support pumps (free-standing) have to be applied
according to the figures in the table below.

450 kW/cyl., 750 rpm

HT CW service support pump
(free-standing, ∆p 2.5 bar)

Lube oil service support pump
(free-standing, ∆p 5 bar)

6L – FPP

7L – FPP

8L – FPP

9L – FPP

12V – FPP

14V – FPP

16V – FPP

18V – FPP

m3/h

Table 39: Main data – Service support pumps

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

95 (451)

Page 98

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MAN Diesel & Turbo

2.17

Planning data for emission standard: IMO Tier II – Electric propulsion

Note:
Stated figures are valid for a layout of the engine supply system as defined
within this documentation. Any modifications that affect the media flow from
attached pumps to the engine, required media flows, temperatures or pres-
sures need to be agreed on by MAN Diesel & Turbo.

Note:

▪

Stated planning data for electric propulsion valid for standard engine out-
put.

Planning data of engine MAN 16V32/40 High Dynamic will be provided
project specific.

2.17.1

Nominal values for cooler specification – MAN L32/40 IMO Tier II – Electric propulsion

Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

500 kW/cyl., 720 rpm or 500 kW/cyl., 750 rpm – Electric propulsion

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 40: Reference conditions: Tropics

°C

mbar

rpm

1,000

3,000

3,500

4,000

4,500

720/750

792
386

387

458

886
452

454

538

103

1,027
530

1,116
599

517

612

118

584

692

133

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8
1
-
2
0
-
6
1
0
2

No. of cylinders, config.

Engine output

Speed

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)
Charge air cooler (LT stage)

Lube oil cooler2)

Jacket cooling

Nozzle cooling

Heat radiation (engine)

Flow rates3)

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HT circuit (Jacket cooling + charge air cooler HT)

m3/h

96 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 99

MAN Diesel & Turbo

No. of cylinders, config.

LT circuit (lube oil cooler + charge air cooler LT)

Lube oil (4 bar before engine)

Nozzle cooling water

Pumps

a) Attached

HT CW service pump

LT CW service pump

1.0

108

1.2

118

1.4

129

1.6

m3/h

Lube oil service pump for application with constant speed

120

141

162

b) Free-standing4)

HT CW stand-by pump

LT CW stand-by pump

Lube oil stand-by pump

Prelubrication pump

Nozzle CW pump

MGO/MDO supply pump

HFO supply pump

HFO circulating pump

m3/h

Depending on plant design

100+z

110+z

120+z

130+z

1.0

2.0

1.0

2.0

1.2

2.3

1.2

2.3

1.4

2.7

1.3

2.7

1.6

3.0

1.5

3.0

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) Addition required for separator heat (e.g. 30 kJ/kWh).

3) Basic values for layout design of the coolers.

4) Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.

z = flushing oil of the automatic filter.

Table 41: Nominal values for cooler specification – MAN L32/40 IMO Tier II – Electric propulsion

Note:
You will find further planning data for the listed subjects in the corresponding
sections.

▪ Minimal heating power required for preheating HT cooling water: see

paragraph H-001/Preheater, Page 306.

▪ Minimal heating power required for preheating lube oil: see paragraph

H-002/Lube oil heater – Single main engine, Page 280.

▪

Additional information of prelubrication/postlubrication pumps: see sec-
tion Prelubrication/postlubrication, Page 288.

Capacities of preheating pumps: see paragraph H-001/Preheater, Page
306.

2.17.2

Nominal values for cooler specification – MAN V32/40 IMO Tier II – Electric propulsion

Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

97 (451)

Page 100

MAN Diesel & Turbo

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

500 kW/cyl., 720 rpm or 500 kW/cyl., 750 rpm – Electric propulsion

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Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 42: Reference conditions: Tropics

No. of cylinders, config.

Engine output

Speed

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)
Charge air cooler (LT stage)

Lube oil cooler2)

Jacket cooling

Nozzle cooling

°C

mbar

rpm

Heat radiation (engine)

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT)

m3/h

LT circuit (lube oil cooler + charge air cooler LT)

Lube oil (4 bar before engine)

Prelubrication pump

Nozzle cooling water

Pumps

a) Attached

HT CW service pump

LT CW service pump

Lube oil service pump for application with constant speed

b) Free-standing4)

HT CW stand-by pump

LT CW stand-by pump

Lube oil stand-by pump

Prelubrication pump

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m3/h

1,000

12V

14V

16V

18V

6,000

7,000

8,000

9,000

720/750

1,584
773

1,771
905

2,055
1,060

2,233
1,197

774

916

177

114

151

2.0

114

191

907

1,034

1,167

1,076

1,224

1,384

207

140

163

2.4

140

191

236

148

174

2.8

148

226

266

108

170

186

3.2

108

170

226

m3/h

108

Depending on plant design

150+z

160+z

170+z

180+z

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98 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 101

MAN Diesel & Turbo

No. of cylinders, config.

Nozzle CW pump

MGO/MDO supply pump

HFO supply pump

HFO circulating pump

12V

2.0

4.0

2.0

4.0

14V

2.4

4.7

2.3

4.7

16V

2.8

5.3

2.7

5.3

18V

3.2

6.0

3.0

6.0

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) Addition required for separator heat (e.g. 30 kJ/kWh).

3) Basic values for layout design of the coolers.

4) Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.

z = flushing oil of the automatic filter.

Table 43: Nominal values for cooler specification – MAN V32/40 IMO Tier II – Electric propulsion

Note:
You will find further planning data for the listed subjects in the corresponding
sections.

▪ Minimal heating power required for preheating HT cooling water: see

paragraph H-001/Preheater, Page 306.

▪ Minimal heating power required for preheating lube oil: see paragraph

H-002/Lube oil heater – Single main engine, Page 280.

▪

Additional information of prelubrication/postlubrication pumps: see sec-
tion Prelubrication/postlubrication, Page 288.

Capacities of preheating pumps: see paragraph H-001/Preheater, Page
306.

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2.17.3

Temperature basis, nominal air and exhaust gas data – MAN L32/40 IMO Tier II –
Electric propulsion

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

500 kW/cyl.; 720 rpm or 500 kW/cyl.; 750 rpm – Electric propulsion

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 44: Reference conditions: Tropics

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1
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0
-
6
1
0
2

No. of cylinders, config.

Engine output

Speed

Temperature basis

HT cooling water engine outlet1)

°C

mbar

rpm

°C

1,000

3,000

3,500

4,000

4,500

720/750

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

99 (451)

Page 102

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No. of cylinders, config.

LT cooling water air cooler inlet

Lube oil engine inlet

Nozzle cooling water engine inlet

Air data

MAN Diesel & Turbo

38 (Setpoint 32 °C)2)

Temperature of charge air at charge air cooler outlet

°C

Air flow rate3)

Mass flow

Charge air pressure (absolute)

m3/h

19,170

22,365

25,560

28,755

t/h

bar

21.0

24.5

28.0

31.5

4.19

Air required to dissipate heat radiation (engine)

m3/h

28,575

33,070

37,885

42,700

(t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5)

m3/h

39,340

45,970

52,482

59,150

Mass flow

Temperature at turbine outlet

Heat content (190 °C)

t/h

°C

21.6

25.2

28.8

32.4

363

1,109

1,302

1,482

1,675

Permissible exhaust gas back pressure after turbocharger

mbar

1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.

2) For design see section Cooling water system diagram, Page 298.

3) Under mentioned above reference conditions.

4) All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.

5) Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
above reference conditions.

Table 45: Temperature basis, nominal air and exhaust gas data – MAN L32/40 IMO Tier II – Electric
propulsion

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

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Page 103

MAN Diesel & Turbo

2.17.4

Temperature basis, nominal air and exhaust gas data – MAN V32/40 IMO Tier II –
Electric propulsion

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

500 kW/cyl.; 720 rpm or 500 kW/cyl.; 750 rpm – Electric propulsion

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 46: Reference conditions: Tropics

No. of cylinders, config.

Engine output

Speed

Temperature basis

HT cooling water engine outlet1)

LT cooling water air cooler inlet

Lube oil engine inlet

Nozzle cooling water engine inlet

Air data

°C

mbar

rpm

°C

1,000

12V

14V

16V

18V

6,000

7,000

8,000

9,000

720/750

38 (Setpoint 32 °C)2)

Temperature of charge air at charge air cooler outlet

°C

Air flow rate3)

Mass flow

Charge air pressure (absolute)

m3/h

38,340

44,730

51,120

57,510

t/h

bar

42.0

49.0

55.9

62.9

4.20

Air required to dissipate heat radiation (engine)

m3/h

56,830

66,460

75,770

85,400

(t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5)

m3/h

78,655

91,910

104,935

118,195

Mass flow

Temperature at turbine outlet

Heat content (190 °C)

t/h

°C

43.1

50.3

57.5

64.7

363

2,218

2,603

2,963

3,349

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

101 (451)

Page 104

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MAN Diesel & Turbo

No. of cylinders, config.

12V

14V

16V

18V

Permissible exhaust gas back pressure after turbocharger

mbar

1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.

2) For design see section Cooling water system diagram, Page 298.

3) Under mentioned above reference conditions.

4) All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.

5) Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
above reference conditions.

Table 47: Temperature basis, nominal air and exhaust gas data – MAN V32/40 IMO Tier II – Electric
propulsion

2.17.5

Load specific values at ISO conditions – MAN L/V32/40 IMO Tier II – Electric
propulsion

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

500 kW/cyl., 720 rpm or 500 kW/cyl., 750 rpm – Electric propulsion

Reference conditions: ISO

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 48: Reference conditions: ISO

Engine output

Speed

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)2)
Charge air cooler (LT stage)2)

Lube oil cooler3)

Jacket cooling

Nozzle cooling

Heat radiation (engine)

Air data

Temperature of charge air:

after compressor
at charge air cooler outlet

Air flow rate

Charge air pressure (absolute)

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°C

mbar

1,000

rpm

kJ/kWh

°C

kg/kWh

bar

100

720/750

790
515

418

458

138

217
43

7.32

4.25

673
462

497

496

175

190
43

7.55

3.70

670
478

558

523

201

181
43

8.13

3.32

343
386

814

651

247

129
43

8.32

2.21

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8
1
-
2
0
-
6
1
0
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102 (451)

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Page 105

MAN Diesel & Turbo

Engine output

Speed

Exhaust gas data4)

Mass flow

Temperature at turbine outlet

Heat content (190 °C)

Permissible exhaust gas back pressure after turbo-
charger (maximum)

Tolerances refer to 100 % load

rpm

100

720/750

kg/kWh

°C

7.52

322

kJ/kWh

1,063

mbar

7.74

308

977

8.33

307

8.53

353

1,040

1,492

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) The values of the particular cylinder numbers can differ depending on the charge air cooler specification.

These figures are calculated for 8L.

3) Addition required for separator heat (e.g. 30 kJ/kWh).

4) Tolerances: Quantity ±5 %; temperature ±20 °C.

Table 49: Load specific values at ISO conditions – MAN L/V32/40 IMO Tier II – Electric propulsion

2.17.6

Load specific values at tropical conditions – MAN L/V32/40 IMO Tier II – Electric
propulsion

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

500 kW/cyl., 720 rpm or 500 kW/cyl., 750 rpm – Electric propulsion

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 50: Reference conditions: Tropics

Engine output

Speed

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)2)
Charge air cooler (LT stage)2)

Lube oil cooler3)

Jacket cooling

Nozzle cooling

Heat radiation (engine)

0
.
1

-
8
1
-
2
0
-
6
1
0
2

°C

mbar

rpm

kJ/kWh

1,000

100

720/750

925
477

465

551

106

811
458

546

585

135

816
476

608

610

155

493
413

860

726

190

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

103 (451)

Page 106

MAN Diesel & Turbo

100

720/750

244
58

6.99

4.19

7.19

362

214
55

7.21

3.62

7.41

344

204
53

7.77

3.24

7.97

342

148
45

7.95

2.12

8.16

383

rpm

°C

kg/kWh

bar

kg/kWh

°C

kJ/kWh

1,334

1,227

1,296

1,702

mbar

Engine output

Speed

Air data

Temperature of charge air:

after compressor
at charge air cooler outlet

Air flow rate

Charge air pressure (absolute)

Exhaust gas data4)

Mass flow

Temperature at turbine outlet

Heat content (190 °C)

Permissible exhaust gas back pressure after turbo-
charger (maximum)

Tolerances refer to 100 % load

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) The values of the particular cylinder numbers can differ depending on the charge air cooler specification.

These figures are calculated for 8L.

3) Addition required for separator heat (e.g. 30 kJ/kWh).

4) Tolerances: Quantity ±5 %; temperature ±20 °C.

Table 51: Load specific values at tropical conditions – MAN L/V32/40 IMO Tier II – Mechanical propulsion
with CPP, constant speed

2.18

Planning data for emission standard: IMO Tier II – Mechanical propulsion with
CPP

2.18.1

Nominal values for cooler specification – MAN L32/40 IMO Tier II – Mechanical
propulsion with CPP

Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

500 kW/cyl., 720 rpm or 500 kW/cyl., 750 rpm – Electric propulsion

0
.
1

-
8
1
-
2
0
-
6
1
0
2

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104 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 107

MAN Diesel & Turbo

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 52: Reference conditions: Tropics

No. of cylinders, config.

Engine output

Speed

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)
Charge air cooler (LT stage)

Lube oil cooler2)

Jacket cooling

Nozzle cooling

Heat radiation (engine)

Flow rates3)

°C

mbar

rpm

HT circuit (Jacket cooling + charge air cooler HT)

m3/h

LT circuit (lube oil cooler + charge air cooler LT)

Lube oil (4 bar before engine)

Nozzle cooling water

Pumps

a) Attached

HT CW service pump

LT CW service pump

m3/h

1,000

3,000

3,500

4,000

4,500

750

792
386

387

458

1.0

886
452

454

538

103

108

1.2

1,027
530

1,116
599

517

612

118

1.4

584

692

133

129

1.6

Lube oil service pump for application with constant speed

120

141

162

b) Free-standing4)

HT CW stand-by pump

LT CW stand-by pump

Lube oil stand-by pump

Prelubrication pump

Nozzle CW pump

MGO/MDO supply pump

HFO supply pump

0
.
1

-
8
1
-
2
0
-
6
1
0
2

m3/h

Depending on plant design

100+z

110+z

120+z

130+z

1.0

2.0

1.0

1.2

2.3

1.2

1.4

2.7

1.3

1.6

3.0

1.5

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

105 (451)

Page 108

MAN Diesel & Turbo

No. of cylinders, config.

HFO circulating pump

2.0

2.3

2.7

3.0

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) Addition required for separator heat (e.g. 30 kJ/kWh).

3) Basic values for layout design of the coolers.

4) Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.

z = flushing oil of the automatic filter.

Table 53: Nominal values for cooler specification – MAN L32/40 IMO Tier II – Mechanical propulsion with
CPP

Note:
You will find further planning data for the listed subjects in the corresponding
sections.

▪ Minimal heating power required for preheating HT cooling water: see

paragraph H-001/Preheater, Page 306.

▪ Minimal heating power required for preheating lube oil: see paragraph

H-002/Lube oil heater – Single main engine, Page 280.

▪

Additional information of prelubrication/postlubrication pumps: see sec-
tion Prelubrication/postlubrication, Page 288.

Capacities of preheating pumps: see paragraph H-001/Preheater, Page
306.

2.18.2

Nominal values for cooler specification – MAN V32/40 IMO Tier II – Mechanical
propulsion with CPP

Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

500 kW/cyl., 750 rpm – Mechanical propulsion with CPP

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 54: Reference conditions: Tropics

No. of cylinders, config.

Engine output

Speed

Heat to be dissipated1)

°C

mbar

rpm

1,000

12V

14V

16V

18V

6,000

7,000

8,000

9,000

750

0
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-
8
1
-
2
0
-
6
1
0
2

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106 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 109

MAN Diesel & Turbo

No. of cylinders, config.

Charge air:

Charge air cooler (HT stage)
Charge air cooler (LT stage)

Lube oil cooler2)

Jacket cooling

Nozzle cooling

Heat radiation (engine)

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT)

m3/h

LT circuit (lube oil cooler + charge air cooler LT)

Lube oil (4 bar before engine)

Nozzle cooling water

Pumps

a) Attached

HT CW service pump

LT CW service pump

Lube oil service pump for application with constant speed

m3/h

12V

14V

16V

18V

1,584
773

1,771
905

2,055
1,060

2,233
1,197

774

916

177

114

151

2.0

114

191

907

1,034

1,167

1,076

1,224

1,384

207

140

163

2.4

140

191

236

148

174

2.8

148

226

266

108

170

186

3.2

108

170

226

b) Free-standing4)

HT CW stand-by pump

LT CW stand-by pump

Lube oil stand-by pump

Prelubrication pump

Nozzle CW pump

MGO/MDO supply pump

HFO supply pump

HFO circulating pump

m3/h

108

Depending on plant design

150+z

160+z

170+z

180+z

2.0

4.0

2.0

4.0

2.4

4.7

2.3

4.7

2.8

5.3

2.7

5.3

3.2

6.0

3.0

6.0

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) Addition required for separator heat (e.g. 30 kJ/kWh).

3) Basic values for layout design of the coolers.

4) Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.

z = flushing oil of the automatic filter.

Table 55: Nominal values for cooler specification – MAN V32/40 IMO Tier II – Mechanical propulsion with
CPP

Note:
You will find further planning data for the listed subjects in the corresponding
sections.

▪ Minimal heating power required for preheating HT cooling water: see

paragraph H-001/Preheater, Page 306.

0
.
1

-
8
1
-
2
0
-
6
1
0
2

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

107 (451)

Page 110

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MAN Diesel & Turbo

▪ Minimal heating power required for preheating lube oil: see paragraph

H-002/Lube oil heater – Single main engine, Page 280.

▪

Additional information of prelubrication/postlubrication pumps: see sec-
tion Prelubrication/postlubrication, Page 288.

Capacities of preheating pumps: see paragraph H-001/Preheater, Page
306.

2.18.3

Temperature basis, nominal air and exhaust gas data – MAN L32/40 IMO Tier II –
Mechanical propulsion with CPP

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

500 kW/cyl.; 750 rpm – Mechanical propulsion with CPP

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 56: Reference conditions: Tropics

No. of cylinders, config.

Engine output

Speed

Temperature basis

HT cooling water engine outlet1)

LT cooling water air cooler inlet

Lube oil engine inlet

Nozzle cooling water engine inlet

Air data

°C

mbar

rpm

°C

1,000

3,000

3,500

4,000

4,500

750

38 (Setpoint 32 °C)2)

Temperature of charge air at charge air cooler outlet

°C

Air flow rate3)

Mass flow

Charge air pressure (absolute)

m3/h

19,170

22,360

25,550

28,750

t/h

bar

21.0

24.5

28.0

31.5

4.20

Air required to dissipate heat radiation (engine)

m3/h

28,575

33,070

37,885

42,700

(t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5)

m3/h

39,340

45,970

52,482

59,150

Mass flow

Temperature at turbine outlet

Heat content (190 °C)

t/h

°C

21.6

25.2

28.8

32.4

363

1,109

1,302

1,482

1,675

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1
-
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-
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1
0
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108 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 111

MAN Diesel & Turbo

No. of cylinders, config.

Permissible exhaust gas back pressure after turbocharger
(maximum)

mbar

1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.

2) For design see section Cooling water system diagram, Page 298.

3) Under mentioned above reference conditions.

4) All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.

5) Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
above reference conditions.

Table 57: Temperature basis, nominal air and exhaust gas data – MAN L32/40 IMO Tier II – Mechanical
propulsion with CPP

2.18.4

Temperature basis, nominal air and exhaust gas data – MAN V32/40 IMO Tier II –
Mechanical propulsion with CPP

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

500 kW/cyl.; 750 rpm – Mechanical propulsion with CPP

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 58: Reference conditions: Tropics

No. of cylinders, config.

Engine output

Speed

Temperature basis

HT cooling water engine outlet1)

LT cooling water air cooler inlet

Lube oil engine inlet

Nozzle cooling water engine inlet

Air data

°C

mbar

rpm

°C

1,000

12V

14V

16V

18V

6,000

7,000

8,000

9,000

750

38 (Setpoint 32 °C)2)

0
.
1

-
8
1
-
2
0
-
6
1
0
2

Temperature of charge air at charge air cooler outlet

°C

Air flow rate3)

Mass flow

Charge air pressure (absolute)

m3/h

38,340

44,730

51,120

57,510

t/h

bar

42.0

49.0

55.9

62.9

4.20

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

109 (451)

Page 112

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MAN Diesel & Turbo

No. of cylinders, config.

12V

14V

16V

18V

Air required to dissipate heat radiation (engine)

m3/h

56,830

66,460

75,770

85,400

(t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5)

m3/h

78,655

91,910

104,935

118,195

Mass flow

Temperature at turbine outlet

Heat content (190 °C)

Permissible exhaust gas back pressure after turbocharger
(maximum)

t/h

°C

mbar

43.1

50.3

57.5

64.7

363

2,218

2,603

2,963

3,349

1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.

2) For design see section Cooling water system diagram, Page 298.

3) Under mentioned above reference conditions.

4) All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.

5) Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
above reference conditions.

Table 59: Temperature basis, nominal air and exhaust gas data – MAN V32/40 IMO Tier II – Mechanical
propulsion with CPP

2.18.5

Load specific values at ISO conditions – MAN L/V32/40 IMO Tier II – Mechanical
propulsion with CPP, constant speed

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

500 kW/cyl., 750 rpm – Constant speed

Reference conditions: ISO

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 60: Reference conditions: ISO

°C

mbar

1,000

Engine output

Speed

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)2)
Charge air cooler (LT stage)2)

Lube oil cooler3)

Jacket cooling

rpm

kJ/kWh

100

750

790
515

418

458

673
462

497

496

670
478

558

523

343
386

814

651

0
.
1

-
8
1
-
2
0
-
6
1
0
2

110 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 113

MAN Diesel & Turbo

Engine output

Speed

Nozzle cooling

Heat radiation (engine)

Air data

Temperature of charge air:

after compressor
at charge air cooler outlet

Air flow rate

Charge air pressure (absolute)

Exhaust gas data4)

Mass flow

Temperature at turbine outlet

Heat content (190 °C)

Permissible exhaust gas back pressure after turbo-
charger (maximum)

Tolerances refer to 100 % load

100

750

rpm

°C

kg/kWh

bar

kg/kWh

°C

138

217
43

7.32

4.25

7.52

322

kJ/kWh

1,063

mbar

175

190
43

7.55

3.70

7.74

308

977

201

181
43

8.13

3.32

8.33

307

247

129
43

8.32

2.21

8.53

353

1,040

1,492

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) The values of the particular cylinder numbers can differ depending on the charge air cooler specification.

These figures are calculated for 8L.

3) Addition required for separator heat (e.g. 30 kJ/kWh).

4) Tolerances: Quantity ±5 %; temperature ±20 °C.

Table 61: Load specific values at ISO conditions – MAN L/V32/40 IMO Tier II – Mechanical propulsion with
CPP, constant speed

2.18.6

Load specific values at tropical conditions – MAN L/V32/40 IMO Tier II – Mechanical
propulsion with CPP, constant speed

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

500 kW/cyl., 750 rpm – Constant speed

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

0
.
1

-
8
1
-
2
0
-
6
1
0
2

Total barometric pressure

Relative humidity

Table 62: Reference conditions: Tropics

°C

mbar

1,000

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

111 (451)

Page 114

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1

Engine output

Speed

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)2)
Charge air cooler (LT stage)2)

Lube oil cooler3)

Jacket cooling

Nozzle cooling

Heat radiation (engine)

Air data

Temperature of charge air:

after compressor
at charge air cooler outlet

Air flow rate

Charge air pressure (absolute)

Exhaust gas data4)

Mass flow

Temperature at turbine outlet

Heat content (190 °C)

Permissible exhaust gas back pressure after turbo-
charger (maximum)

MAN Diesel & Turbo

100

750

925
477

465

551

106

244
58

6.99

4.19

7.19

362

811
458

546

585

135

214
55

7.21

3.62

7.41

344

816
476

608

610

155

204
53

7.77

3.24

7.97

342

493
413

860

726

190

148
45

7.95

2.12

8.16

383

rpm

kJ/kWh

°C

kg/kWh

bar

kg/kWh

°C

kJ/kWh

1,334

1,227

1,296

1,702

mbar

Tolerances refer to 100 % load

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) The values of the particular cylinder numbers can differ depending on the charge air cooler specification.

These figures are calculated for 8L.

3) Addition required for separator heat (e.g. 30 kJ/kWh).

4) Tolerances: Quantity ±5 %; temperature ±20 °C.

Table 63: Load specific values at tropical conditions – MAN L/V32/40 IMO Tier II – Mechanical propulsion
with CPP, constant speed

2.19

Planning data for emission standard: IMO Tier II – Mechanical propulsion with
FPP

0
.
1

-
8
1
-
2
0
-
6
1
0
2

n
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112 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 115

MAN Diesel & Turbo

2.19.1

Nominal values for cooler specification – MAN L32/40 IMO Tier II – Mechanical
propulsion with FPP

Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

450 kW/cyl., 750 rpm – Mechanical propulsion

°C

mbar

rpm

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 64: Reference conditions: Tropics

No. of cylinders, config.

Engine output

Speed

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)
Charge air cooler (LT stage)

Lube oil cooler2)

Jacket cooling

Nozzle cooling

Heat radiation (engine)

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT)

m3/h

LT circuit (lube oil cooler + charge air cooler LT)

Lube oil (4 bar before engine)

Nozzle cooling water

0
.
1

-
8
1
-
2
0
-
6
1
0
2

Pumps

a) Attached

HT CW service pump

LT CW service pump

m3/h

1,000

2,700

3,150

3,600

4,050

750

686
347

344

393

1.0

769
405

404

462

109

108

1.2

892
475

460

525

125

118

1.4

971
534

519

594

140

129

1.6

Lube oil service pump for application with variable speed

141

162

191

b) Free-standing4)

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

113 (451)

Page 116

No. of cylinders, config.

HT CW stand-by pump

HT CW service support pump

LT CW stand-by pump

Lube oil stand-by pump

Lube oil service support pump

Prelubrication pump

Nozzle CW pump

MGO/MDO supply pump

HFO supply pump

HFO circulating pump

MAN Diesel & Turbo

m3/h

Depending on plant design

100+z

110+z

120+z

130+z

1.0

1.8

0.9

1.8

1.2

2.1

1.1

2.1

1.4

2.4

1.2

2.4

1.6

2.7

1.4

2.7

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) Addition required for separator heat (e.g. 30 kJ/kWh).

3) Basic values for layout design of the coolers.

4) Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.

z = flushing oil of the automatic filter.

Table 65: Nominal values for cooler specification – MAN L32/40 IMO Tier II – Mechanical propulsion with
FPP

Note:
You will find further planning data for the listed subjects in the corresponding
sections.

▪ Minimal heating power required for preheating HT cooling water: see

paragraph H-001/Preheater, Page 306.

▪ Minimal heating power required for preheating lube oil: see paragraph

H-002/Lube oil heater – Single main engine, Page 280.

▪

Additional information of prelubrication/postlubrication pumps: see sec-
tion Prelubrication/postlubrication, Page 288.

Capacities of preheating pumps: see paragraph H-001/Preheater, Page
306.

2.19.2

Nominal values for cooler specification – MAN V32/40 IMO Tier II – Mechanical
propulsion with FPP

Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

450 kW/cyl., 750 rpm – Mechanical propulsion with CPP

0
.
1

-
8
1
-
2
0
-
6
1
0
2

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114 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 117

MAN Diesel & Turbo

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 66: Reference conditions: Tropics

No. of cylinders, config.

Engine output

Speed

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)
Charge air cooler (LT stage)

Lube oil cooler2)

Jacket cooling

Nozzle cooling

Heat radiation (engine)

Flow rates3)

°C

mbar

rpm

HT circuit (Jacket cooling + charge air cooler HT)

m3/h

LT circuit (lube oil cooler + charge air cooler LT)

Lube oil (4 bar before engine)

Nozzle cooling water

Pumps

a) Attached

HT CW service pump

LT CW service pump

Lube oil service pump for application with variable speed

b) Free-standing4)

HT CW stand-by pump

HT CW service support pump

LT CW stand-by pump

Lube oil stand-by pump

Lube oil service support pump

Prelubrication pump

Nozzle CW pump

MGO/MDO supply pump

HFO supply pump

0
.
1

-
8
1
-
2
0
-
6
1
0
2

m3/h

1,000

12V

14V

16V

18V

5,400

6,300

7,200

8,100

750

1,372
695

1,538
810

689

786

187

114

151

2.0

114

226

807

923

218

140

163

2.4

140

226

1,783
950

920

1,942
1,068

1,038

1,050

1,188

249

148

174

2.8

148

240

281

108

170

186

3.2

108

170

282

108

Depending on plant design

150+z

160+z

170+z

180+z

2.0

3.6

1.8

2.4

4.2

2.1

2.8

4.8

2.4

3.2

5.4

2.7

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

115 (451)

Page 118

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MAN Diesel & Turbo

No. of cylinders, config.

HFO circulating pump

12V

3.6

14V

4.2

16V

4.8

18V

5.4

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) Addition required for separator heat (e.g. 30 kJ/kWh).

3) Basic values for layout design of the coolers.

4) Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.

z = flushing oil of the automatic filter.

Table 67: Nominal values for cooler specification – MAN V32/40 IMO Tier II – Mechanical propulsion with
FPP

Note:
You will find further planning data for the listed subjects in the corresponding
sections.

▪ Minimal heating power required for preheating HT cooling water: see

paragraph H-001/Preheater, Page 306.

▪ Minimal heating power required for preheating lube oil: see paragraph

H-002/Lube oil heater – Single main engine, Page 280.

▪

Additional information of prelubrication/postlubrication pumps: see sec-
tion Prelubrication/postlubrication, Page 288.

Capacities of preheating pumps: see paragraph H-001/Preheater, Page
306.

2.19.3

Temperature basis, nominal air and exhaust gas data – MAN L32/40 IMO Tier II –
Mechanical propulsion with FPP

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

450 kW/cyl.; 750 rpm – Mechanical propulsion with FPP

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 68: Reference conditions: Tropics

No. of cylinders, config

Engine output

Speed

Temperature basis

HT cooling water engine outlet1)

LT cooling water air cooler inlet

Lube oil engine inlet

Nozzle cooling water engine inlet

°C

mbar

rpm

°C

1,000

2,700

3,150

3,600

4,050

750

38 (Setpoint 32 °C)2)

0
.
1

-
8
1
-
2
0
-
6
1
0
2

116 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 119

MAN Diesel & Turbo

No. of cylinders, config

Air data

Temperature of charge air at charge air cooler outlet

°C

Air flow rate3)

Mass flow

Charge air pressure (absolute)

m3/h

17,300

20,184

23,067

25,951

t/h

bar

18.9

22.1

25.2

28.4

4.00

Air required to dissipate heat radiation (engine)

m3/h

30,180

34,995

40,130

44,950

(t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5)

m3/h

35,730

41,750

47,665

53,688

Mass flow

Temperature at turbine outlet

Heat content (190 °C)

Permissible exhaust gas back pressure after turbocharger
(maximum)

t/h

°C

mbar

19.5

22.7

26.0

29.2

367

1,025

1,203

1,369

1,547

1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.

2) For design see section Cooling water system diagram, Page 298.

3) Under mentioned above reference conditions.

4) All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.

5) Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
above reference conditions.

Table 69: Temperature basis, nominal air and exhaust gas data – MAN L32/40 IMO Tier II – Mechanical
propulsion with FPP

2.19.4

Temperature basis, nominal air and exhaust gas data – MAN V32/40 IMO Tier II –
Mechanical propulsion with FPP

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

450 kW/cyl.; 750 rpm – Mechanical propulsion with FPP

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 70: Reference conditions: Tropics

0
.
1

-
8
1
-
2
0
-
6
1
0
2

°C

mbar

1,000

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

117 (451)

Page 120

No. of cylinders, config.

Engine output

Speed

Temperature basis

HT cooling water engine outlet1)

LT cooling water air cooler inlet

Lube oil engine inlet

Nozzle cooling water engine inlet

Air data

rpm

°C

MAN Diesel & Turbo

12V

14V

16V

18V

5,400

6,300

7,200

8,100

750

38 (Setpoint 32 °C)2)

Temperature of charge air at charge air cooler outlet

°C

Air flow rate3)

Mass flow

Charge air pressure (absolute)

m3/h

34,600

40,368

46,135

51,902

t/h

bar

37.9

44.2

50.5

56.8

4.0

Air required to dissipate heat radiation (engine)

m3/h

60,040

69,990

79,945

90,215

(t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5)

m3/h

71,439

83,476

95,301

107,344

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Mass flow

Temperature at turbine outlet

Heat content (190 °C)

Permissible exhaust gas back pressure after turbocharger
(maximum)

t/h

°C

mbar

38.9

45.4

51.9

58.4

366

2,049

2,404

2,737

3,093

1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.

2) For design see section Cooling water system diagram, Page 298.

3) Under mentioned above reference conditions.

4) All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.

5) Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
above reference conditions.

Table 71: Temperature basis, nominal air and exhaust gas data – MAN V32/40 IMO Tier II – Mechanical
propulsion with FPP

2.19.5

Load specific values at ISO conditions – MAN L/V32/40 IMO Tier II – Mechanical
propulsion with FPP

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

450 kW/cyl., 750 rpm – Mechanical propulsion with FPP

0
.
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-
8
1
-
2
0
-
6
1
0
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118 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 121

MAN Diesel & Turbo

Reference conditions: ISO

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 72: Reference conditions: ISO

Engine output

Speed

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)2)
Charge air cooler (LT stage)2)

Lube oil cooler3)

Jacket cooling

Nozzle cooling

Heat radiation (engine)

Air data

Temperature of charge air:

after compressor
at charge air cooler outlet

Air flow rate

Charge air pressure (absolute)

Exhaust gas data4)

Mass flow

Temperature at turbine outlet

Heat content (190 °C)

Permissible exhaust gas back pressure after turbo-
charger (maximum)

Tolerances refer to 100 % load

°C

mbar

100

750

756
485

416

441

162

208
43

7.34

4.06

7.54

327

710

664
418

466

476

175

191
43

7.14

3.47

7.33

341

1,000

683

631
392

498

488

185

184
43

7.09

3.15

7.29

365

600

525
451

723

589

230

148
43

9.10

2.31

9.30

300

rpm

kJ/kWh

°C

kg/kWh

bar

kg/kWh

°C

kJ/kWh

1,108

1,190

1,377

1,090

mbar

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) The values of the particular cylinder numbers can differ depending on the charge air cooler specification.

These figures are calculated for 8L.

3) Addition required for separator heat (e.g. 30 kJ/kWh).

4) Tolerances: Quantity ±5 %; temperature ±20 °C.

Table 73: Load specific values at ISO conditions – MAN L/V32/40 IMO Tier II – Mechanical propulsion with
FPP

0
.
1

-
8
1
-
2
0
-
6
1
0
2

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

119 (451)

Page 122

MAN Diesel & Turbo

2.19.6

Load specific values at tropical conditions – MAN L/V32/40 IMO Tier II – Mechanical
propulsion with FPP

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

450 kW/cyl., 750 rpm – Mechanical propulsion with FPP

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 74: Reference conditions: Tropics

Engine output

Speed

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)2)
Charge air cooler (LT stage)2)

Lube oil cooler3)

Jacket cooling

Nozzle cooling

Heat radiation (engine)

Air data

Temperature of charge air:

after compressor
at charge air cooler outlet

Air flow rate

Charge air pressure (absolute)

Exhaust gas data4)

Mass flow

Temperature at turbine outlet

Heat content (190 °C)

Permissible exhaust gas back pressure after turbo-
charger (maximum)

°C

mbar

rpm

kJ/kWh

°C

kg/kWh

bar

kg/kWh

°C

1,000

100

750

892
475

460

525

125

234
57

7.01

3.99

7.21

366

710

799
443

507

554

135

215
53

6.82

3.38

7.02

377

683

767
434

537

561

142

207
51

6.77

3.06

6.98

401

600

693
486

766

659

177

168
46

8.69

2.22

7.86

328

kJ/kWh

1,369

1,420

1,596

1,316

mbar

0
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-
8
1
-
2
0
-
6
1
0
2

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120 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 123

MAN Diesel & Turbo

Engine output

Speed

Tolerances refer to 100 % load

rpm

100

750

710

683

600

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) The values of the particular cylinder numbers can differ depending on the charge air cooler specification.

These figures are calculated for 8L.

3) Addition required for separator heat (e.g. 30 kJ/kWh).

4) Tolerances: Quantity ±5 %; temperature ±20 °C.

Table 75: Load specific values at tropical conditions – MAN L/V32/40 IMO Tier II – Mechanical propulsion
with FPP

2.20

Planning data for emission standard: IMO Tier II – Suction dredger/pumps
(mechanical drive)
Note:
Stated figures are valid for a layout of the engine supply system as defined
within this documentation. Any modifications that affect the media flow from
attached pumps to the engine, required media flows, temperatures or pres-
sures need to be agreed on by MAN Diesel & Turbo.

2.20.1

Nominal values for cooler specification – MAN L32/40 IMO Tier II – Suction dredger/
pumps (mechanical drive)

Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

450 kW/cyl., 750 rpm – Suction dredger/pumps (mechanical drive)

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 76: Reference conditions: Tropics

0
.
1

-
8
1
-
2
0
-
6
1
0
2

No. of cylinders, config.

Engine output

Speed

Heat to be dissipated1)

°C

mbar

rpm

1,000

2,700

3,150

3,600

4,050

750

)
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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

121 (451)

Page 124

No. of cylinders, config.

Charge air:

Charge air cooler (HT stage)
Charge air cooler (LT stage)

Lube oil cooler2)

Jacket cooling

Nozzle cooling

Heat radiation (engine)

Flow rates3)

HT circuit (Jacket cooling + charge air cooler HT)

m3/h

LT circuit (lube oil cooler + charge air cooler LT)

Lube oil

Nozzle cooling water

Pumps

a) Attached

HT CW service pump

LT CW service pump

m3/h

MAN Diesel & Turbo

686
347

344

393

1.0

769
405

404

462

109

108

1.2

892
475

460

525

125

118

1.4

971
534

519

594

140

129

1.6

Lube oil service pump for application with variable speed

141

162

191

b) Free-standing4)

HT CW stand-by pump

HT CW service support pump

LT CW stand-by pump

Lube oil stand-by pump

Lube oil service support pump

Prelubrication pump

Nozzle CW pump

MGO/MDO supply pump

HFO supply pump

HFO circulating pump

m3/h

Depending on plant design

100+z

110+z

120+z

130+z

1.0

1.8

0.9

1.8

1.2

2.1

1.1

2.1

1.4

2.4

1.2

2.4

1.6

2.7

1.4

2.7

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) Addition required for separator heat (e.g. 30 kJ/kWh).

3) Basic values for layout design of the coolers.

4) Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.

z = flushing oil of the automatic filter.

Table 77: Nominal values for cooler specification – MAN L32/40 IMO Tier II – Suction dredger/pumps
(mechanical drive)

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122 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 125

MAN Diesel & Turbo

Note:
You will find further planning data for the listed subjects in the corresponding
sections.

▪ Minimal heating power required for preheating HT cooling water: see

paragraph H-001/Preheater, Page 306.

▪ Minimal heating power required for preheating lube oil: see paragraph

H-002/Lube oil heater – Single main engine, Page 280.

▪

Additional information of prelubrication/postlubrication pumps: see sec-
tion Prelubrication/postlubrication, Page 288.

Capacities of preheating pumps: see paragraph H-001/Preheater, Page
306.

2.20.2

Nominal values for cooler specification – MAN V32/40 IMO Tier II – Suction dredger/
pumps (mechanical drive)

Note:
If an advanced HT cooling water system for increased freshwater generation
is to be applied, contact MAN Diesel & Turbo for corresponding planning
data.

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

450 kW/cyl., 750 rpm – Suction dredger/pumps (mechanical drive)

°C

mbar

rpm

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 78: Reference conditions: Tropics

No. of cylinders, config.

Engine output

Speed

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)
Charge air cooler (LT stage)

Lube oil cooler2)

Jacket cooling

Nozzle cooling

Heat radiation (engine)

Flow rates3)

0
.
1

-
8
1
-
2
0
-
6
1
0
2

HT circuit (Jacket cooling + charge air cooler HT)

m3/h

LT circuit (lube oil cooler + charge air cooler LT)

1,000

12V

14V

16V

18V

5,400

6,300

7,200

8,100

750

1,372
695

1,538
810

689

786

187

114

807

923

218

140

1,783
950

920

1,942
1,068

1,038

1,050

1,188

249

148

281

108

170

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123 (451)

Page 126

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No. of cylinders, config.

Lube oil (4 bar before engine)

Nozzle cooling water

Pumps

a) Attached

HT CW service pump

LT CW service pump

Lube oil service pump for application with variable speed

b) Free-standing4)

HT CW stand-by pump

HT CW service support pump

LT CW stand-by pump

Lube oil stand-by pump

Lube oil service support pump

Prelubrication pump

Nozzle CW pump

MGO/MDO supply pump

HFO supply pump

HFO circulating pump

m3/h

MAN Diesel & Turbo

12V

151

2.0

114

226

14V

163

2.4

140

226

16V

174

2.8

148

240

18V

186

3.2

108

170

282

108

Depending on plant design

150+z

160+z

170+z

180+z

2.0

3.6

1.8

3.6

2.4

4.2

2.1

4.2

2.8

4.8

2.4

4.8

3.2

5.4

2.7

5.4

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) Addition required for separator heat (e.g. 30 kJ/kWh).

3) Basic values for layout design of the coolers.

4) Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.

z = flushing oil of the automatic filter.

Table 79: Nominal values for cooler specification – MAN V32/40 IMO Tier II – Suction dredger/pumps
(mechanical drive)

Note:
You will find further planning data for the listed subjects in the corresponding
sections.

▪ Minimal heating power required for preheating HT cooling water: see

paragraph H-001/Preheater, Page 306.

▪ Minimal heating power required for preheating lube oil: see paragraph

H-002/Lube oil heater – Single main engine, Page 280.

▪

Additional information of prelubrication/postlubrication pumps: see sec-
tion Prelubrication/postlubrication, Page 288.

Capacities of preheating pumps: see paragraph H-001/Preheater, Page
306.

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124 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 127

MAN Diesel & Turbo

2.20.3

Temperature basis, nominal air and exhaust gas data – MAN L32/40 IMO Tier II –
Suction dredger/pumps (mechanical drive)

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

450 kW/cyl.; 750 rpm – Suction dredger/pumps (mechanical drive)

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 80: Reference conditions: Tropics

No. of cylinders, config.

Engine output

Speed

Temperature basis

HT cooling water engine outlet1)

LT cooling water air cooler inlet

Lube oil engine inlet

Nozzle cooling water engine inlet

Air data

°C

mbar

rpm

°C

1,000

2,700

3,150

3,600

4,050

750

38 (Setpoint 32 °C)2)

Temperature of charge air at charge air cooler outlet

°C

Air flow rate3)

Mass flow

Charge air pressure (absolute)

m3/h

17,300

20,184

23,067

25,951

t/h

bar

18.9

22.1

25.2

28.4

4.00

Air required to dissipate heat radiation (engine)

m3/h

30,180

34,995

40,130

44,950

(t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5)

m3/h

35,730

41,750

47,665

53,688

Mass flow

Temperature at turbine outlet

Heat content (190 °C)

t/h

°C

19.5

22.7

26.0

29.2

367

1,025

1,203

1,369

1,547

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1
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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

125 (451)

Page 128

MAN Diesel & Turbo

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No. of cylinders, config.

Permissible exhaust gas back pressure after turbocharger
(maximum)

mbar

1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.

2) For design see section Cooling water system diagram, Page 298.

3) Under mentioned above reference conditions.

4) All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.

5) Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
above reference conditions.

Table 81: Temperature basis, nominal air and exhaust gas data – MAN L32/40 IMO Tier II – Suction
dredger/pumps (mechanical drive)

2.20.4

Temperature basis, nominal air and exhaust gas data – MAN V32/40 IMO Tier II –
Suction dredger/pumps (mechanical drive)

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

450 kW/cyl.; 750 rpm – Suction dredger/pumps (mechanical drive)

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 82: Reference conditions: Tropics

No. of cylinders, config.

Engine output

Speed

Temperature basis

HT cooling water engine outlet1)

LT cooling water air cooler inlet

Lube oil engine inlet

Nozzle cooling water engine inlet

Air data

°C

mbar

rpm

°C

1,000

12V

14V

16V

18V

5,400

6,300

7,200

8,100

750

38 (Setpoint 32 °C)2)

Temperature of charge air at charge air cooler outlet

°C

Air flow rate3)

Mass flow

Charge air pressure (absolute)

m3/h

34,600

40,368

46,135

51,902

t/h

bar

37.9

44.2

50.5

56.8

4.0

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8
1
-
2
0
-
6
1
0
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126 (451)

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Page 129

MAN Diesel & Turbo

No. of cylinders, config.

12V

14V

16V

18V

Air required to dissipate heat radiation (engine)

m3/h

60,040

69,990

79,945

90,215

(t2 – t1 = 10 °C)

Exhaust gas data4)

Volume flow (temperature turbocharger outlet)5)

m3/h

71,439

83,476

95,301

107,344

Mass flow

Temperature at turbine outlet

Heat content (190 °C)

Permissible exhaust gas back pressure after turbocharger
(maximum)

t/h

°C

mbar

38.9

45.4

51.9

58.4

366

2,049

2,404

2,737

3,093

1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.

2) For design see section Cooling water system diagram, Page 298.

3) Under mentioned above reference conditions.

4) All exhaust gas data values relevant for HFO operation. Tolerances: Quantity ±5 %; temperature ±20 °C.

5) Calculated based on stated temperature at turbine outlet and total barometric pressure according mentioned
above reference conditions.

Table 83: Temperature basis, nominal air and exhaust gas data – MAN V32/40 IMO Tier II – Suction
dredger/pumps (mechanical drive)

2.20.5

Load specific values at ISO conditions – MAN L/V32/40 IMO Tier II – Suction dredger/
pumps (mechanical drive)

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

450 kW/cyl., 750 rpm – Suction dredger/pumps (mechanical drive)

Reference conditions: ISO

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 84: Reference conditions: ISO

Engine output

Speed

0
.
1

-
8
1
-
2
0
-
6
1
0
2

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)2)
Charge air cooler (LT stage)2)

Lube oil cooler3)

Jacket cooling

°C

mbar

100

750

756
485

416

441

710

664
418

466

476

1,000

683

631
392

498

488

tbd

rpm

kJ/kWh

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127 (451)

Page 130

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Engine output

Speed

Nozzle cooling

Heat radiation (engine)

Air data

Temperature of charge air:

after compressor
at charge air cooler outlet

Air flow rate

Charge air pressure (absolute)

Exhaust gas data4)

Mass flow

Temperature at turbine outlet

Heat content (190 °C)

Permissible exhaust gas back pressure after turbo-
charger (maximum)

Tolerances refer to 100 % load

MAN Diesel & Turbo

rpm

°C

kg/kWh

bar

kg/kWh

°C

100

750

162

208
43

7.34

4.06

7.54

327

710

175

191
43

7.14

3.47

7.33

341

683

185

184
43

7.09

3.15

7.29

365

kJ/kWh

1,108

1,190

1,377

mbar

tbd

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) The values of the particular cylinder numbers can differ depending on the charge air cooler specification.

These figures are calculated for 8L.

3) Addition required for separator heat (e.g. 30 kJ/kWh).

4) Tolerances: Quantity ±5 %; temperature ±20 °C.

Table 85: Load specific values at ISO conditions – MAN L/V32/40 IMO Tier II – Suction dredger/pumps
(mechanical drive)

2.20.6

Load specific values at tropical conditions – MAN L/V32/40 IMO Tier II – Suction
dredger/pumps (mechanical drive)

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

450 kW/cyl., 750 rpm – Suction dredger/pumps (mechanical drive)

Reference conditions: Tropics

Air temperature

Cooling water temp. before charge air cooler (LT stage)

Total barometric pressure

Relative humidity

Table 86: Reference conditions: Tropics

°C

mbar

1,000

0
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128 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 131

MAN Diesel & Turbo

Engine output

Speed

Heat to be dissipated1)

Charge air:

Charge air cooler (HT stage)2)
Charge air cooler (LT stage)2)

Lube oil cooler3)

Jacket cooling

Nozzle cooling

Heat radiation (engine)

Air data

Temperature of charge air:

after compressor
at charge air cooler outlet

Air flow rate

Charge air pressure (absolute)

Exhaust gas data4)

Mass flow

Temperature at turbine outlet

Heat content (190 °C)

rpm

kJ/kWh

°C

kg/kWh

bar

kg/kWh

°C

100

750

892
475

460

525

125

234
57

7.01

3.99

7.21

366

710

799
443

507

554

135

215
53

6.82

3.38

7.02

377

683

767
434

537

561

142

207
51

6.77

3.06

6.98

401

kJ/kWh

1,369

1,420

1,596

tbd

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Permissible exhaust gas back pressure after turbo-
charger (maximum)

Tolerances refer to 100 % load

mbar

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.

2) The values of the particular cylinder numbers can differ depending on the charge air cooler specification.

These figures are calculated for 8L.

3) Addition required for separator heat (e.g. 30 kJ/kWh).

4) Tolerances: Quantity ±5 %; temperature ±20 °C.

Table 87: Load specific values at tropical conditions – MAN L/V32/40 IMO Tier II – Suction dredger/pumps
(mechanical drive)

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129 (451)

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MAN Diesel & Turbo

2.21

Operating/service temperatures and pressures

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

Intake air (conditions before compressor of turbocharger)

Intake air temperature compressor inlet

Intake air pressure compressor inlet

Min.

5 °C1)

Max.

45 °C2)

–20 mbar

1) Conditions below this temperature are defined as "arctic conditions" - see section Engine operation under arctic
conditions, Page 66.

2) In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.

Table 88: Intake air (conditions before compressor of turbocharger)

Charge air (conditions within charge air pipe before cylinder)

Charge air temperature cylinder inlet1)

1) Aim for a higher value in conditions of high air humidity (to reduce condensate amount).

Table 89: Charge air (conditions within charge air pipe before cylinder)

HT cooling water – Engine

Min.

43 °C

Max.

59 °C

HT cooling water temperature engine outlet1)

HT cooling water temperature engine inlet – preheated before start

HT cooling water pressure engine inlet4)

Min.

90 °C2)

60 °C

3 bar

Max.

95 °C3)

90 °C

4 bar

Pressure loss engine (total, for nominal flow rate)

1.35 bar

Only for information:
+ Pressure loss engine (without charge air cooler)
+ Pressure loss HT piping engine
+ Pressure loss charge air cooler (HT stage)

Pressure rise attached HT cooling water pump (optional)

1) SaCoSone measuring point is outlet cylinder cooling of the engine.

2) Regulated temperature.

3) Operation at alarm level.

4) SaCoSone measuring point is inlet cylinder cooling of the engine.

Table 90: HT cooling water – Engine

0.3 bar
0.2 bar
0.2 bar

3.2 bar

0.5 bar
0.45 bar
0.4 bar

3.8 bar

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Page 133

MAN Diesel & Turbo

HT cooling water – Plant

Permitted pressure loss of external HT system (plant)

Minimum required pressure rise of free-standing HT cooling water stand-by pump
(plant)

Min.

Max.

1.85 bar

3.2 bar

Cooling water expansion tank
+ Pre-pressure due to expansion tank at suction side of cooling water pump
+ Pressure loss from expansion tank to suction side of cooling water pump

0.6 bar
-

0.9 bar
0.1 bar

Table 91: HT cooling water – Plant

LT cooling water – Engine

LT cooling water temperature charge air cooler inlet (LT stage)

LT cooling water pressure charge air cooler inlet (LT stage)

Pressure loss charge air cooler (LT stage, for nominal flow rate)
Only for information:
+ Pressure loss LT piping engine
+ Pressure loss charge air cooler (LT stage)

Pressure rise attached LT cooling water pump (optional)

1) Regulated temperature.

Min.

32 °C1)

2 bar

0.2 bar
0.1 bar

3.0 bar

Max.

38 °C2)

4 bar

0.6 bar

0.3 bar
0.3 bar

4.0 bar

2) In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.

Table 92: LT cooling water – Engine

LT cooling water – Plant

Permitted pressure loss of external LT system (plant)

Minimum required pressure rise of free-standing LT cooling water stand-by pump
(plant)

Min.

Max.

2.4 bar

3.0 bar

Cooling water expansion tank
+ Pre-pressure due to expansion tank at suction side of cooling water pump
+ Pressure loss from expansion tank to suction side of cooling water pump

0.6 bar
-

0.9 bar
0.1 bar

Table 93: LT cooling water – Plant

Nozzle cooling water

0
.
1

-
8
1
-
2
0
-
6
1
0
2

Nozzle cooling water temperature engine inlet

Nozzle cooling water pressure engine inlet
+ Open system
+ Closed system

Min.

55 °C

2 bar
3 bar

Max.

70 °C1)

3 bar
5 bar

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1
2

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p
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a
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2

Pressure loss engine (fuel nozzles, for nominal flow rate)

1) Operation at alarm level.

Table 94: Nozzle cooling water

Lube oil

Lube oil temperature engine inlet

Lube oil temperature engine inlet - preheated before start

Lube oil pressure (during engine operation)
– Engine inlet
– Turbocharger inlet

Prelubrication/postlubrication (duration ≤ 10 min) lube oil pressure
– Engine inlet
– Turbocharger inlet

Prelubrication/postlubrication (duration > 10 min) lube oil pressure
– Engine inlet
– Turbocharger inlet

Lube oil pump (attached, free-standing)
– Design pressure
– Opening pressure safety valve

1) Regulated temperature.

2) Operation at alarm level.

MAN Diesel & Turbo

Min.

Max.

1.5 bar

Min.

65 °C1)

40 °C

4 bar
1.3 bar

0.3 bar4)
0.2 bar

7 bar
-

Max.

70 °C2)

65 °C3)

5 bar
2.2 bar

0.6 bar
0.6 bar

-
8 bar

3) If higher temperatures of lube oil in system will be reached, e.g. due to separator operation, at engine start this
temperature needs to be reduced asap below alarm level to avoid a start failure.

4) Note: Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 °C.

Table 95: Lube oil

Fuel

Fuel temperature engine inlet
– MGO (DMA, DMZ) and MDO (DMB) according ISO 8217-2010
– HFO according ISO 8217-2010

Fuel viscosity engine inlet
– MGO (DMA, DMZ) and MDO (DMB) according ISO 8217-2010
– HFO according ISO 8217-2010, recommended viscosity

Fuel pressure engine inlet

Fuel pressure engine inlet in case of black out (only engine start idling)

Differential pressure (engine inlet/engine outlet)

Fuel return, fuel pressure engine outlet

Min.

Max.

–10 °C1)
-

1.9 cSt
12.0 cSt

6.0 bar

0.6 bar

1.0 bar

2.0 bar

45 °C2)
150 °C2)

14.0 cSt
14.0 cSt

8.0 bar

0
.
1

-
8
1
-
2
0
-
6
1
0
2

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Page 135

MAN Diesel & Turbo

Maximum pressure variation at engine inlet

HFO supply system
+ Minimum required pressure rise of free-standing HFO supply pump (plant)
+ Minimum required pressure rise of free-standing HFO circulating pump
(booster pumps, plant)
+ Minimum required absolute design pressure free-standing HFO circulating
pump
(booster pumps, plant)

MDO/MGO supply system
+ Minimum required pressure rise of free-standing MDO/MGO supply pump
(plant)

Min.

7.0 bar
7.0 bar

10.0 bar

Max.

±0.5 bar

-
-

Fuel temperature within HFO day tank (preheating)

75 °C

90 °C3)

1) Maximum viscosity not to be exceeded. “Pour point” and “Cold filter plugging point” have to be observed.

2) Not permissible to fall below minimum viscosity.

3) If flash point is below 100 °C, than the limit is: 10 degree distance to the flash point.

Table 96: Fuel

Compressed air in the starting air system

Min.

Max.

Starting air pressure within vessel/pressure regulating valve inlet

10.0 bar

30.0 bar

Table 97: Compressed air in the starting air system

Compressed air in the control air system

Control air pressure engine inlet

Table 98: Compressed air in the control air system

Crankcase pressure (engine)

Pressure within crankcase

Table 99: Crankcase pressure (engine)

Safety valve attached to the crankcase (opening pressure)

Table 100: Safety valve

Exhaust gas

0
.
1

-
8
1
-
2
0
-
6
1
0
2

Exhaust gas temperature turbine outlet (normal operation under tropic conditions)

Exhaust gas temperature turbine outlet (with SCR within regeneration mode)

360 °C

Min.

Max.

5.5 bar

8.0 bar

Min.

Max.

–2.5 mbar

3.0 mbar

Setting

50 – 70 mbar

Min.

Max.

415 °C

400 °C

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Page 136

Exhaust gas temperature turbine outlet (emergency operation – according classifi-
cation rules – one failure of TC)

MAN Diesel & Turbo

Min.

Max.

546 °C

Recommended design exhaust gas temperature turbine outlet for layout of
exhaust gas line (plant)

450 °C1)

Exhaust gas back pressure after turbocharger (static)

50 mbar2)

1) Project specific evaluation required, figure given as minimum value for guidance only.

2) If this value is exceeded by the total exhaust gas back pressure of the designed exhaust gas line, sections Derat-
ing, definition of P Operating, Page 43 and Increased exhaust gas pressure due to exhaust gas after treatment instal-
lations, Page 46 need to be considered.

Table 101: Exhaust gas

2.22

Filling volumes and flow resistances

Note:
Operating pressure data without further specification are given below/above
atmospheric pressure.

Cooling water and oil volume – Turbocharger at counter coupling side

No. of cylinders

litre

151

175

202

226

303

351

403

453

HT cooling water1) approxi-
mately

LT cooling water2) approxi-
mately

Lube oil

101

105

dry oil sump

Cooling water and oil volume – Turbocharger at coupling side

HT cooling water1)approxi-
mately

LT cooling water2) approxi-
mately

Lube oil

litre

176

203

232

260

353

406

464

521

dry oil sump

1) HT water volume engine: HT part of charge air cooler, cylinder unit, piping.

2) LT water volume engine: LT part of charge air cooler, piping.

Table 102: Cooling water and oil volume of engine

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1

-
8
1
-
2
0
-
6
1
0
2

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 137

MAN Diesel & Turbo

Service tanks

Installation1)
height

Minimum effective capacity

No. of cylinders

Cooling water cylinder

6 – 9

0.5

0.7

Required diameter for
expansion pipeline

Lube oil in base frame3)

≥DN502)

3.0

3.5

4.0

4.5

6.0

7.0

8.0

9.0

1) Installation height refers to tank bottom and crankshaft centre line.

2) Cross-sectional area should correspond to that of the venting pipes.

3) Marine engines with attached lube oil pump (standard).

Table 103: Service tanks capacities

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1

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8
1
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2
0
-
6
1
0
2

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Page 138

MAN Diesel & Turbo

2.23

Internal media systems – Exemplary

Internal fuel system – Exemplary

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Figure 41: Internal fuel system, L engine – Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
Project specific drawings thereof don´t exist.

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Page 139

MAN Diesel & Turbo

Internal cooling water system – Exemplary

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8
1
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2
0
-
6
1
0
2

Figure 42: Internal cooling water system, L engine – Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
Project specific drawings thereof don´t exist.

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

137 (451)

Page 140

MAN Diesel & Turbo

Internal lube oil system – Exemplary

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Figure 43: Internal lube oil system, L engine – Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
Project specific drawings thereof don´t exist.

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1
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Page 141

MAN Diesel & Turbo

Internal starting air system – Exemplary

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8
1
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2
0
-
6
1
0
2

Figure 44: Internal starting air system, L engine – Exemplary

Note:
The drawing shows the basic internal media flow of the engine in general.
Project specific drawings thereof don´t exist.

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

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Page 142

MAN Diesel & Turbo

2.24

Venting amount of crankcase and turbocharger

A ventilation of the engine crankcase and the turbochargers is required, as
described in section Crankcase vent and tank vent, Page 296.

For the layout of the ventilation system guidance is provided below:

Due to normal blow-by of the piston ring package small amounts of combus-
tion chamber gases get into the crankcase and carry along oil dust.

▪

The amount of crankcase vent gases is approximately 0.1 % of the
engine´s air flow rate.

The temperature of the crankcase vent gases is approximately 5 K higher
than the oil temperature at the engine´s oil inlet.

The density of crankcase vent gases is 1.0 kg/m³ (assumption for calcu-
lation).

In addition, the sealing air of the turbocharger needs to be vented.

▪

The amount of turbocharger sealing air is approximately 0.2 % of the
engine´s air flow rate.

The temperature of turbocharger sealing air is approximately 5 K higher
than the oil temperature at the engine´s oil inlet.

The density of turbocharger sealing air is 1.0 kg/m³ (assumption for cal-
culation).

0
.
1

-
8
1
-
2
0
-
6
1
0
2

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Page 143

MAN Diesel & Turbo

2.25

Exhaust gas emission

2.25.1

Maximum allowable NOx emission limit value IMO Tier II and IMO Tier III

IMO Tier III: Engine in standard version1

Rated speed

NOx

1) 2) 3)

720 rpm

750 rpm

IMO Tier II cycle D2/E2/E3

IMO Tier III cycle D2/E2/E3

9.68 g/kWh4)

2.41 g/kWh 4)

9.59 g/kWh4)

2.39 g/kWh 4)

Note:
The engine´s certification for compliance with the NOx limits will be carried out dur-
ing factory acceptance test as a single or a group certification.

1) Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel
(marine distillate fuel: MGO or MDO).

2) Calculated as NO2.

D2: Test cycle for "constant-speed auxiliary engine application".

E2: Test cycle for "constant-speed main propulsion application" including diesel-
electric drive and all controllable pitch propeller installations.

E3: Test cycle for "propeller-law-operated main and propeller-law-operated auxiliary
engine” application.

3) Based on a LT charge air cooling water temperature of max. 32 °C at 25 °C sea
water temperature.

4) Maximum allowed NOx emissions for marine diesel engines according to
IMO Tier II:
130 ≤ n ≤ 2,000 → 44 * n–0.23 g/kWh (n = rated engine speed in rpm)

IMO Tier III:
130 ≤ n ≤ 2,000 → 9 * n–0.2 g/kWh (n = rated engine speed in rpm).

Table 104: Maximum allowable NOx emission limit value

1 Marine engines are guaranteed to meet the revised International Convention
for the Prevention of Pollution from Ships, "Revised MARPOL Annex VI (Reg-
ulations for the Prevention of Air Pollution from Ships), Regulation 13.4 (Tier
III)" as adopted by the International Maritime Organization (IMO).

2.25.2

Smoke emission index (FSN)

0
.
1

-
8
1
-
2
0
-
6
1
0
2

Smoke index FSN for engine loads ≥ 25 % load well below limit of visibility
(0.4 FSN).

Valid for normal engine operation.

SCR regeneration phase

Dependent on the ambient conditions during the regeneration phase of the
SCR the smoke emission index may be increased.

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Page 144

2.26

Noise

2.26.1

Airborne noise

MAN Diesel & Turbo

L engine

Sound pressure level Lp

Measurements

Approximately 20 measuring points at 1 meter distance from the engine sur-
face are distributed evenly around the engine according to ISO 6798. The
noise at the exhaust outlet is not included, but provided separately in the fol-
lowing sections.

Octave level diagram

The expected sound pressure level Lp is below 106 dB(A) at 100 % MCR.

The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines at the testbed and is a conservative
spectrum consequently. No room correction is performed. The data will
change depending on the acoustical properties of the environment.

Blow-off noise

Blow-off noise is not considered in the measurements, see below.

Figure 45: Airborne noise – Sound pressure level Lp – Octave level diagram L engine

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1

-
8
1
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2
0
-
6
1
0
2

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Page 145

MAN Diesel & Turbo

V engine

Sound pressure level Lp

Measurements

Octave level diagram

The expected sound pressure level Lp is below 108 dB(A) at 100 % MCR.

Blow-off noise

Blow-off noise is not considered in the measurements, see below.

Figure 46: Airborne noise – Sound pressure level Lp – Octave level diagram V engine

0
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1

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8
1
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2
0
-
6
1
0
2

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Page 146

MAN Diesel & Turbo

2.26.2

Intake noise

L engine

Sound power level Lw

Measurements

The (unsilenced) intake air noise is determined based on measurements at
the turbocharger test bed and on measurements in the intake duct of typical
engines at the test bed.

Octave level diagram

The expected sound power level Lw of the unsilenced intake noise in the
intake duct is below 135 dB at 100 % MCR.

The octave level diagram below represents an envelope of averaged meas-
ured spectra for comparable engines and is a conservative spectrum conse-
quently. The data will change depending on the acoustical properties of the
environment.

Charge air blow-off noise

Charge air blow-off noise is not considered in the measurements, see below.

These data are required and valid only for ducted air intake systems. The
data are not valid if the standard air filter silencer is attached to the turbo-
charger.

Figure 47: Unsilenced intake noise – Sound power level Lw – Octave level diagram L engine

0
.
1

-
8
1
-
2
0
-
6
1
0
2

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 147

MAN Diesel & Turbo

V engine

Sound power level Lw

Measurements

The (unsilenced) intake air noise is determined based on measurements at
the turbocharger test bed and on measurements in the intake duct of typical
engines at the test bed.

Octave level diagram

The expected sound power level Lw of the unsilenced intake noise in the
intake duct is below 136 dB at 100% MCR.

Charge air blow-off noise

Charge air blow-off noise is not considered in the measurements, see below.

These data are required and valid only for ducted air intake systems. The
data are not valid if the standard air filter silencer is attached to the turbo-
charger.

0
.
1

-
8
1
-
2
0
-
6
1
0
2

Figure 48: Unsilenced intake noise – Sound power level Lw – Octave level diagram V engine

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145 (451)

Page 148

e
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MAN Diesel & Turbo

2.26.3

Exhaust gas noise

L engine

Sound power level Lw at 100 % MCR

Measurements

The (unsilenced) exhaust gas noise is measured according to internal MAN
Diesel & Turbo guidelines at several positions in the exhaust duct.

Octave level diagram

The sound power level Lw of the unsilenced exhaust gas noise in the
exhaust pipe is shown at 100 % MCR.

Acoustic design

To ensure an appropriate acoustic design of the exhaust gas system, the
yard, MAN Diesel & Turbo, supplier of silencer and where necessary acoustic
consultant have to cooperate.

Blow-off noise

Blow-off noise is not considered in the measurements, see below.

Figure 49: Unsilenced exhaust gas noise – Sound power level Lw – Octave level diagram L engine

0
.
1

-
8
1
-
2
0
-
6
1
0
2

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 149

MAN Diesel & Turbo

V engine

Sound power level Lw at 100 % MCR

Measurements

The (unsilenced) exhaust gas noise is measured according to internal MAN
Diesel & Turbo guidelines at several positions in the exhaust duct.

Octave level diagram

The sound power level Lw of the unsilenced exhaust gas noise in the
exhaust pipe is shown at 100 % MCR.

Acoustic design

To ensure an appropriate acoustic design of the exhaust gas system, the
yard, MAN Diesel & Turbo, supplier of silencer and where necessary acoustic
consultant have to cooperate.

Blow-off noise

Blow-off noise is not considered in the measurements, see below.

0
.
1

-
8
1
-
2
0
-
6
1
0
2

Figure 50: Unsilenced exhaust gas noise – Sound power level Lw – Octave level diagram V engine

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Page 150

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MAN Diesel & Turbo

2.26.4

Noise and vibration – Impact on foundation

Noise and vibration is emitted by the engine to the surrounding (see figure
Noise and vibration – Impact on foundation, Page 148). The engine impact
transferred through the engine mounting to the foundation is focussed sub-
sequently.

Figure 51: Noise and vibration – Impact on foundation

The foundation is excited to vibrations in a wide frequency range by the
engine and by auxiliary equipment (from engine or plant). The engine is
vibrating as a rigid body. Additionally, elastic engine vibrations are superim-
posed. Elastic vibrations are either of global (e.g. complete engine bending)
or local (e.g. bending engine foot) character. If the higher frequency range is
involved, the term "structure borne noise" is used instead of "vibrations".

Mechanical engine vibrations are mainly caused by mass forces of moved
drive train components and by gas forces of the combustion process. For
structure borne noise, further excitations are relevant as well, e.g. impacts
from piston stroke and valve seating, impulsive gas force components, alter-
nating gear train meshing forces and excitations from pumps.

For the analysis of the engine noise- and vibration-impact on the surround-
ing, the complete system with engine, engine mounting, foundation and plant
has to be considered.

Engine related noise and vibration reduction measures cover e.g. counterbal-
ance weights, balancing, crankshaft design with firing sequence, component
design etc. The remaining, inevitable engine excitation is transmitted to the
surrounding of the engine – but not completely in case of a resilient engine
mounting, which is chosen according to the application-specific require-
ments. The resilient mounting isolates engine noise and vibration from its sur-

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rounding to a large extend. Hence, the transmitted forces are considerably
reduced compared with a rigid mounting. Nevertheless, the engine itself is
vibrating stronger in the low frequency range in general – especially when
driving through mounting resonances.

In order to avoid resonances, it must be ensured that eigenfrequencies of
foundation and coupled plant structures have a sufficient safety margin in
relation to the engine excitations. Moreover, the foundation has to be
designed as stiff as possible in all directions at the connections to the engine.
Thus, the foundation mobility (measured according to ISO 7262) has to be as
low as possible to ensure low structure borne noise levels. For low frequen-
cies, the global connection of the foundation with the plant is focused for that
matter. The dynamic vibration behaviour of the foundation is mostly essential
for the mid frequency range. In the high frequency range, the foundation
elasticity is mainly influenced by the local design at the engine mounts. E.g.
for steel foundations, sufficient wall thicknesses and stiffening ribs at the con-
nection positions shall be provided. The dimensioning of the engine founda-
tion also has to be adjusted to other parts of the plant. For instance, it has to
be avoided that engine vibrations are amplified by alternator foundation vibra-
tions. Due to the scope of supply, the foundation design and its connection
with the plant is mostly within the responsibility of the costumer. Therefore,
the customer is responsible to involve MAN Diesel & Turbo for consultancy in
case of system-related questions with interaction of engine, foundation and
plant. The following information is available for MAN Diesel & Turbo custom-
ers, some on special request:

▪

Residual external forces and couples (Project Guide)

Resulting from the summation of all mass forces from the moving drive
train components. All engine components are considered rigidly in the
calculation. The residual external forces and couples are only transferred
completely to the foundation in case of a rigid mounting, see above.

Static torque fluctuation (Project Guide)

Static torque fluctuations result from the summation of gas and mass
forces acting on the crank drive. All components are considered rigidly in
the calculation. These couples are acting on the foundation dependent
on the applied engine mounting, see above.

▪ Mounting forces (project-specific)

The mounting dimensioning calculation is specific to a project and
defines details of the engine mounting. Mounting forces acting on the
foundation are part of the calculation results. Gas and mass forces are
considered for the excitation. The engine is considered as one rigid body
with elastic mounts. Thus, elastic engine vibrations are not implemented.

▪

Reference measurements for engine crankcase vibrations according to
ISO 10816‑6 (project-specific)
Reference testbed measurements for structure borne noise (project-spe-
cific)

Measuring points are positioned according to ISO 13332 on the engine
feet above and below the mounting elements. Structure borne noise lev-
els above elastic mounts mainly depend on the engine itself. Whereas
structure borne noise levels below elastic mounts strongly depend on the
foundation design. A direct transfer of the results from the testbed foun-
dation to the plant foundation is not easily possible – even with the con-
sideration of testbed mobilities. The results of testbed foundation mobility
measurements according to ISO 7626 are available as a reference on
request as well.

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▪

Dynamic transfer stiffness properties of resilient mounts (supplier infor-
mation, project-specific)

Beside the described interaction of engine, foundation and plant with transfer
through the engine mounting to the foundation, additional transfer paths
need to be considered. For instance with focus on the elastic coupling of the
drive train, the exhaust pipe, other pipes and supports etc. Besides the
engine, other sources of noise and vibration need to be considered as well
(e.g. auxiliary equipment, propeller, thruster).

2.27

Vibration

2.27.1

Torsional vibrations

Data required for torsional vibration calculation

MAN Diesel & Turbo calculates the torsional vibrations behaviour for each
individual engine plant of their supply to determine the location and severity
of resonance points. If necessary, appropriate measures will be taken to
avoid excessive stresses due to torsional vibration. These investigations
cover the ideal normal operation of the engine (all cylinders are firing equally)
as well as the simulated emergency operation (misfiring of the cylinder exert-
ing the greatest influence on vibrations, acting against compression). Besides
the natural frequencies and the modes also the dynamic response will be
calculated, normally under consideration of the 1st to 24th harmonic of the
gas and mass forces of the engine.

Beyond that also further exciting sources such as propeller, pumps etc. can
be considered if the respective manufacturer is able to make the corre-
sponding data available to MAN Diesel & Turbo.

If necessary, a torsional vibration calculation will be worked out which can be
submitted for approval to a classification society or a legal authority.

To carry out the torsional vibration calculation following particulars and/or
documents are required.

General

▪

Type of (GenSet, diesel-mechanic, diesel-electric)

Arrangement of the whole system including all engine-driven equipment

Definition of the operating modes

▪
▪ Maximum power consumption of the individual working machines

Engine

▪

Rated output, rated speed

Kind of engine load (fixed pitch propeller, controllable pitch propeller,
combinator curve, operation with reduced speed at excessive load)

Kind of mounting of the engine (can influence the determination of the
flexible coupling)

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▪ Operational speed range

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Flexible coupling

▪ Make, size and type
Rated torque (Nm)

▪

Possible application factor

▪
▪ Maximum speed (rpm)

▪

Permissible maximum torque for passing through resonance (Nm)

Permissible shock torque for short-term loads (Nm)

Permanently permissible alternating torque (Nm) including influencing
factors (frequency, temperature, mean torque)

Permanently permissible power loss (W) including influencing factors (fre-
quency, temperature)

Dynamic torsional stiffness (Nm/rad) including influencing factors (load,
frequency, temperature), if applicable

Relative damping (ψ) including influencing factors (load, frequency, tem-
perature), if applicable

▪ Moment of inertia (kgm2) for all parts of the coupling
▪

Dynamic stiffness in radial, axial and angular direction

▪

Permissible relative motions in radial, axial and angular direction, perma-
nent and maximum

▪ Maximum permissible torque which can be transferred through a get-

you-home-device/torque limiter if foreseen

Clutch coupling

▪ Make, size and type
Rated torque (Nm)

▪

Permissible maximum torque (Nm)

Permanently permissible alternating torque (Nm) including influencing
factors (frequency, temperature, mean torque)

Dynamic torsional stiffness (Nm/rad)

Damping factor

▪
▪ Moments of inertia for the operation conditions, clutched and declutched

▪

Course of torque versus time during clutching in

Permissible slip time (s)

Slip torque (Nm)

▪
▪ Maximum permissible engagement speed (rpm)

Gearbox

▪ Make and type

▪

Torsional multi mass system including the moments of inertia and the
torsional stiffness, preferably related to the individual speed; in case of
related figures, specification of the relation speed is required

▪ Gear ratios (number of teeth, speeds)

▪

Possible operating conditions (different gear ratios, clutch couplings)

Permissible alternating torques in the gear meshes

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Shaft line

▪

Drawing including all information about length and diameter of the shaft
sections as well as the material

Alternatively torsional stiffness (Nm/rad)

Propeller

Kind of propeller (fixed pitch or controllable pitch propeller)

▪
▪ Moment of inertia in air (kgm2)
▪ Moment of inertia in water (kgm2); for controllable pitch propellers also in
dependence on pitch; for twin-engine plants separately for single- and
twin-engine operation

▪

Relation between load and pitch

Number of blades

Diameter (mm)

Possible torsional excitation in % of the rated torque for the 1st and the
2nd blade-pass frequency

Pump

▪

Kind of pump (e.g. dredging pump)

Drawing of the pump shaft with all lengths and diameters

Alternatively, torsional stiffness (Nm/rad)

▪
▪ Moment of inertia in air (kgm2)
▪ Moment of inertia in operation (kgm2) under consideration of the con-

veyed medium

▪

Number of blades
Possible torsional excitation in % of the rated torque for the 1st and the
2nd blade-pass frequency

Power consumption curve

Alternator for diesel-electric plants

▪

Drawing of the alternator shaft with all lengths and diameters

Alternatively, torsional stiffness (Nm/rad)

▪
▪ Moment of inertia of the parts mounted to the shaft (kgm2)
▪

Electrical output (kVA) including power factor cos φ and efficiency

▪ Or mechanical output (kW)

▪

Complex synchronizing coefficients for idling and full load in dependence
on frequency, reference torque

Island or parallel mode

Load profile (e.g. load steps)

Frequency fluctuation of the net

Alternator for diesel-mechanical parts (e.g. PTO/PTH)

▪

Drawing of the alternator shaft with all lengths and diameters

Torsional stiffness, if available

▪
▪ Moment of inertia of the parts mounted to the shaft (kgm2)

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▪

Electrical output (kVA) including power factor cos φ and efficiency

▪ Or mechanical output (kW)

▪

Complex synchronizing coefficients for idling and full load in dependence
on frequency, reference torque

Secondary power take-off

▪

Kind of working machine

Kind of drive

▪
▪ Operational mode, operation speed range

▪

Power consumption

Drawing of the shafts with all lengths and diameters

Alternatively, torsional stiffness (Nm/rad)

▪
▪ Moments of inertia (kgm2)
▪

Possible torsional excitation in size and frequency in dependence on load
and speed

2.28

Requirements for power drive connection (static)

Limit values of masses to be coupled after the engine

Evaluation of permissible
theoretical bearing loads

Figure 52: Case A: Overhung arrangement

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Figure 53: Case B: Rigid coupling

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Mmax = F * a = F3 * x3 + F4 * x4

F1 = (F3 * x2 + F5 * x1)/l

Theoretical bearing force at the external engine bearing

Theoretical bearing force at the alternator bearing

Flywheel weight

Coupling weight acting on the engine, including reset forces

Rotor weight of the alternator

Distance between end of coupling flange and centre of outer crankshaft bearing

Distance between centre of outer crankshaft bearing and alternator bearing

Engine

Distance a

L engine

V engine

335

Case A

Mmax = F * a

kNm

13.5 1)

25.0 ¹⁾

1) Inclusive of couples resulting from restoring forces of the coupling.

Table 105: Example calculation case A and B

Case B

F1 max

100

Distance between engine seating surface and crankshaft centre line:

▪

L engine: 530 mm

V engine: 580 mm

Note:
Changes may be necessary as a result of the torsional vibration calculation
or special service conditions.

Note:
Masses which are connected downstream of the engine in the case of an
overhung or rigidly coupled, arrangement result in additional crankshaft
bending stress, which is mirrored in a measured web deflection during
engine installation.
Provided the limit values for the masses to be coupled downstream of the
engine (permissible values for Mmax and F1max) are complied with, the permit-
ted web deflections will not be exceeded during assembly.
Observing these values ensures a sufficiently long operating time before a
realignment of the crankshaft has to be carried out.

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2.29

Requirements for power drive connection (dynamic)

2.29.1

Moments of inertia – Crankshaft, damper, flywheel

Propeller operation (CPP)

Marine main engines

Engine

No. of
cylinders,
config.

Maximum
continuous
rating

Moment of iner-
tia crankshaft +
damper

Moment of
inertia flywheel

Mass of fly-
wheel

Needed mini-
mum total
moment of iner-
tia1)

Plant

Required minimum
additional moment of
inertia after flywheel2)

[kW]

[kgm2]

[kg]

[kgm2]

12V

14V

16V

18V

12V

14V

16V

18V

3,000

3,500

4,000

4,500

6,000

7,000

8,000

9,000

3,000

3,500

4,000

4,500

6,000

7,000

8,000

9,000

512

587

635

654

861

950

1,037

1,126

512

587

635

654

861

950

1,037

1,126

n = 720 rpm

611

1,729

611

1,729

n = 750 rpm

611

1,729

611

1,729

660

770

880

990

1,319

1,539

1,759

1,979

608

709

811

912

1,216

1,419

1,621

1,824

111

242

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1) Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.

2) Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.

Table 106: Moments of inertia for marine main engine – Crankshaft, damper, flywheel

For flywheels dimensions see section Power transmission, Page 162.

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Constant speed

Marine main engine

No. of cylinders,
config.

Maximum con-
tinuous rating

Engine

Moment of
inertia crank-
shaft +
damper

Moment of
inertia fly-
wheel

Mass of fly-
wheel

Cyclic irregu-
larity

Needed mini-
mum total
moment of
inertia1)

Plant

Required min-
imum addi-
tional moment
of inertia after
flywheel2)

[kW]

[kgm2]

[kg]

[kgm2]

12V

14V

16V

18V

12V

14V

16V

18V

n = 720 rpm

877

2,446

1,071

2,950

n = 750 rpm

877

2,446

1,071

2,950

3,000

3,500

4,000

4,500

6,000

7,000

8,000

9,000

3,000

3,500

4,000

4,500

6,000

7,000

8,000

9,000

512

587

635

654

861

950

1,037

1,126

512

587

635

654

861

950

1,037

1,126

404

299

441

596

958

1,294

6,211

2,794

468

308

456

607

1,073

1,315

5,763

2,822

1,475

1,720

1,966

2,212

2,949

3,440

3,932

4,423

1,359

1,586

1,812

2,038

2,718

3,171

3,624

4,076

256

454

681

1,017

1,419

1,824

2,226

122

300

507

786

1,150

1,516

1,879

1) Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.

2) Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.

Table 107: Moments of inertia for diesel-electric plants – Crankshaft, damper, flywheel

For flywheels dimensions see section Power transmission, Page 162.

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2.29.2

Balancing of masses – Firing order

L engine

Rotating crank balance: 100 %

Engine speed

Static reduced rotating mass per crank
including counterweights and rotating
portion of connecting rod (for a crank
radius r = 200 mm)

Oscillating mass per cylinder

Connecting rod ratio

Distance between cylinder centerlines

720/750 rpm

0.5 kg

175.6 kg

0.204

530 mm

No. of
cylinders,
config.

Firing
order

Mrot (kNm)

Mosc 1st order (kNm)

Mosc 2nd order (kNm)

Residual external couples

Engine speed (rpm)

750

720

0.08

0.09

0.04

Table 108: Residual external couples

750

30.7

14.5

720

28.3

13.4

750

23.6

36.9

720

21.7

34.0

For engines of type L engine the external mass forces are equal to zero.

Clockwise rotation

Counter clockwise rotation

Firing order: Counted from
coupling side
No. of cylin-
ders

Firing order

Table 109: Firing order L engine

1-3-5-6-4-2

1-2-4-6-7-5-3

1-4-7-6-8-5-2-3

1-6-3-2-8-7-4-9-5

1-2-4-6-5-3

1-3-5-7-6-4-2

1-3-2-5-8-6-7-4

1-5-9-4-7-8-2-3-6

720/750 rpm

1.0 kg

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V engine

Rotating crank balance: 100 %

Engine speed

Static reduced rotating mass per crank
including counterweights and rotating
portion of connecting rod (referred to
crank radius r = 200 mm)

Oscillating mass per cylinder

175.6 kg

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Connecting rod ratio

Distance between cylinder centerlines

Vee angle

0.204

630 mm

45°

No. of
cylinders,
config.

Firing
order

Mrot (kNm)

Mosc 1st order (kNm)

Mosc 2nd order (kNm)

Residual external couples

Engine speed (rpm)

750

720

750

720

750

720

vertical

hori-
zontal

vertical

hori-
zontal

vertical

hori-
zontal

12V

14V

16V

18V

0.21

0.19

62.3

10.7

57.4

0.15

0.14

45.1

7.7

41.6

9.9

7.1

36.6

15.2

33.7

14.0

19.9

8.3

18.3

7.6

Table 110: Residual external couples

For engines of type V engine the external mass forces are equal to zero.

Firing order: Counted from
coupling side
No. of
cylinders

Firing order

Clockwise rotation

Counter clockwise rotation

A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2-B2 A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3-B1

A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5-
B5-A3-B3

A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-
B2-A2-B1

A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5-
B5-A2-B2-A3-B3

A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-
B7-A7-B4-A4-B1

A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8-
B8-A6-B6-A4-B4-A2-B2

A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-
B7-A7-B5-A5-B3-A3-B1

Table 111: Firing order V engine

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2.29.3

Static torque fluctuation

General

The static torque fluctuation is the summation of the torques acting at all
cranks around the crankshaft axis taking into account the correct phase-
angles. These torques are created by the gas and mass forces acting at the
crankpins, with the crank radius being used as the lever. An rigid crankshaft
is assumed.

The values Tmax. and Tmin. listed in the following table(s) represent a measure
for the reaction forces of the engine. The reaction forces generated by the
torque fluctuation are dependent on speed and cylinder number and give a
contribution to the excitations transmitted into the foundation see figure
Static torque fluctuation, Page 159 and the table(s) in this section. Accord-
ing to different mountings these forces are reduced.

In order to avoid local vibration excitations in the vessel, it must be ensured
that the natural frequencies of important part structures (e.g. panels, bulk-
heads, tank walls and decks, equipment and its foundation, pipe systems)
have a sufficient safety margin (if possible ±30 %) in relation to all engine
excitation frequencies.

Figure 54: Static torque fluctuation

L Distance between foundation bolts
z Number of cylinders

0
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1

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8
1
-
2
0
-
6
1
0
2

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

159 (451)

Page 162

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MAN Diesel & Turbo

Static torque fluctuation and exciting frequencies

L engine (GenSet, CPP) –
Example to declare
abbreviations

Figure 55: Example to declare abbreviations – L engine

No. of
cylinders,
config.

Output

Speed

Tmax.

Tmin.

Main exciting components1)

3,000

3,500

4,000

4,500

rpm

720

kNm

39.8

kNm

96.1

kNm

–9.1

46.4

130.8

–24.4

53.1

125.5

–9.2

59.7

125.6

1.8

3,000

750

38.2

89.1

–6.4

3,500

4,000

4,500

44.6

126.9

–23.8

50.9

121.3

–8.9

57.3

121.8

1.1

Order

rpm

3.0
6.0

3.5
7.0

4.0
8.0

4.5
9.0

3.0
6.0

3.5
7.0

4.0
8.0

4.5
9.0

Frequency

36.0
72.0

42.0
84.0

48.0
96.0

54.0
108.0

37.5
75.0

43.75
87.5

50.0
100.0

56.25
112.5

±T

kNm

42.2
18.9

75.2
12.2

65.5
6.6

61.1
3.3

38.0
18.8

74.0
12.1

64.3
6.7

60.4
3.4

0
.
1

-
8
1
-
2
0
-
6
1
0
2

1) Exciting frequency of the main harmonic components.

Table 112: Static torque fluctuation and exciting frequency – L engine

160 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 163

MAN Diesel & Turbo

V engine (GenSet, CPP) –
Example to declare
abbreviations

Figure 56: Example to declare abbreviation – V engine

No. of
cylinders,
config.

12V

14V

16V

18V

12V

14V

16V

18V

0
.
1

-
8
1
-
2
0
-
6
1
0
2

Output

Speed

Tmax.

Tmin.

Main exciting components

6,000

7,000

8,000

9,000

rpm

720

kNm

79.6

kNm

133.8

kNm

31.5

92.8

135.5

45.6

106.1

122.8

87.6

119.4

140.1

86.7

6,000

750

76.4

127.3

32.9

7,000

8,000

9,000

89.1

132.8

42.6

101.9

120.5

82.6

114.6

137.4

81.7

Order

rpm

3.0

6.0

3.5

7.0

4.0

8.0

4.5

9.0

3.0

6.0

3.5

7.0

4.0

8.0

4.5

9.0

Frequency1)

36.0

72.0

42.0

84.0

48.0

96.0

54.0

108.0

37.5

75.0

43.75

87.5

50.0

100.0

56.25

112.5

±T

kNm

32.5

26.8

29.4

22.3

13.3

23.8

6.1

29.2

26.7

29.0

22.3

13.5

23.6

6.3

1) Exciting frequency of the main harmonic components.

Table 113: Static torque fluctuation and exciting frequency – V engine

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

161 (451)

Page 164

MAN Diesel & Turbo

2.30

Power transmission

2.30.1

Flywheel arrangement

Propeller operation

Flywheel with flexible coupling

Figure 57: Flywheel with flexible coupling – L engine

No. of cylinders, con-
fig.

A1)

E1)

Fmin

Fmax

No. of through bolts

No. of fitted bolts

1,657

1,692

1,712

432

467

487

110

115

125

220

235

225

1) With rigid mounting.

Table 114: Flywheel with flexible coupling – L engine

0
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8
1
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2
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-
6
1
0
2

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162 (451)

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Page 165

MAN Diesel & Turbo

Note:
The flexible coupling will be part of MAN Diesel & Turbo supply and thus we
will produce a contract specific flywheel/coupling/driven machine arrange-
ment drawing giving all necessary installation dimensions. Final dimensions
of flywheel and flexible coupling will result from clarification of technical
details of drive and from the result of the torsional vibration calculation. Fly-
wheel diameter must not be changed.

Figure 58: Flywheel with flexible coupling – V engine

No. of cylinders, con-
fig.

12V

14V

16V

18V

1) With rigid mounting.

0
.
1

-
8
1
-
2
0
-
6
1
0
2

A1)

E1)

Fmin

Fmax

No. of through bolts

No. of fitted bolts

1,657

1,717

1,737

422

492

512

135

145

160

275

295

320

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

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Page 166

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MAN Diesel & Turbo

of flywheel and flexible coupling will result from clarification of technical
details of drive and from the result of the torsional vibration calculation. Fly-
wheel diameter must not be changed.

Flywheel arrangement with single bearing alternator

Diesel-electric plant

Figure 59: Arrangement of flywheel with single bearing alternator – L engine

1,225

1,340

135

250

No. of cylinders,
config.

No. of through bolts

No. of fitted bolts

155

270

0
.
1

-
8
1
-
2
0
-
6
1
0
2

164 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 167

MAN Diesel & Turbo

Figure 60: Arrangement of flywheel with single bearing alternator – V engine

No. of cylinders, config.

No. of through bolts

No. of fitted bolts

12V

14V

Table 115: Dimensions – V engine

0
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8
1
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6
1
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2

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

165 (451)

Page 168

MAN Diesel & Turbo

Diesel-electric plant

Flywheel arrangement with flexible coupling for two-bearing alternator

Figure 61: Flywheel with flexible coupling for two-bearing alternator – L engine

No. of
cylinders,
config.

A1)

E1)

Fmin

Fmax

1,657

135

1,807

250

155

270

432

487

1,827

110

115

125

220

235

225

No. of
fitted
bolts

No. of
through
bolts

1) With rigid mounting.

0
.
1

-
8
1
-
2
0
-
6
1
0
2

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166 (451)

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

Page 169

MAN Diesel & Turbo

Figure 62: Flywheel with flexible coupling for two-bearing alternator – V engine

No. of
cylinders,
config.

12V

14V

16V

18V

A1)

E1)

Fmin

Fmax

1,762

1,832

1,852

422

492

512

135

145

160

275

295

320

No. of
through
bolts

No. of fit-
ted bolts

1) With rigid mounting.

0
.
1

-
8
1
-
2
0
-
6
1
0
2

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

167 (451)

Page 170

MAN Diesel & Turbo

Flywheel arrangement coupling and gearbox

Figure 63: Example for an arrangement of flywheel, coupling and gearbox – L engine, V engine

0
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1

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8
1
-
2
0
-
6
1
0
2

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168 (451)

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Page 171

MAN Diesel & Turbo

Flywheel arrangement coupling and alternator

Figure 64: Example for an arrangement of flywheel, coupling and alternator – L engine, V engine

0
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1

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8
1
-
2
0
-
6
1
0
2

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

169 (451)

Page 172

MAN Diesel & Turbo

2.31

Arrangement of attached pumps

Figure 65: Attached pumps L engine

0
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1

-
8
1
-
2
0
-
6
1
0
2

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A
1
3
.

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170 (451)

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Page 173

MAN Diesel & Turbo

s
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A
1
3
.

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Figure 66: Attached pumps V engine

0
.
1

-
8
1
-
2
0
-
6
1
0
2

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Page 174

MAN Diesel & Turbo

2.32

Foundation

2.32.1

General requirements for engine foundation

Plate thicknesses

The stated material dimensions are recommendations, calculated for steel
plates. Thicknesses smaller than these are not permissible. When using other
materials (e.g. aluminium), a sufficient margin has to be added.

Top plates

Before or after having been welded in place, the bearing surfaces should be
machined and freed from rolling scale. Surface finish corresponding to Ra
3.2 peak-to-valley roughness in the area of the chocks shall be accom-
plished.

The thickness given is the finished size after machining.

Downward inclination outwards, not exceeding 0.7 %.

Prior to fitting the chocks, clean the bearing surfaces from dirt and rust that
may have formed: After the drilling of the foundation bolt holes, spotface the
lower contact face normal to the bolt hole.

Foundation girders

The distance of the inner girders must be observed. We recommend that the
distance of the outer girders (only required for larger types) is observed as
well.

The girders must be aligned exactly above and underneath the tank top.

Floor plates

No manholes are permitted in the floor plates in the area of the box-shaped
foundation. Welding is to be carried out through the manholes in the outer
girders.

Top plate supporting

Provide support in the area of the frames from the nearest girder below.

Dynamic foundation requirements

The eigenfrequencies of the foundation and the supporting structures,
including GenSet weight (without engine) shall be higher than 20 Hz. Occa-
sionally, even higher foundation eigenfrequencies are required. For further
information refer to section Noise and vibration – Impact on foundation, Page
148.

0
.
1

-
8
1
-
2
0
-
6
1
0
2

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3
.
2

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172 (451)

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Page 175

MAN Diesel & Turbo

2.32.2

Rigid seating

L engine

Recommended configuration
of foundation

Figure 67: Recommended configuration of foundation L engine

0
.
1

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8
1
-
2
0
-
6
1
0
2

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3
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2

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173 (451)

Page 176

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2

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MAN Diesel & Turbo

Figure 68: Recommended configuration of foundation L engine – Number of bolts

0
.
1

-
8
1
-
2
0
-
6
1
0
2

174 (451)

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Page 177

MAN Diesel & Turbo

Arrangement of foundation
bolt holes

0
.
1

-
8
1
-
2
0
-
6
1
0
2

Figure 69: Arrangement of foundation bolt holes L engine

Two fitted bolts have to be provided either on starboard side or portside.

In any case they have to be positioned on the coupling side.

Number and position of the stoppers have to be provided according to the
figure above.

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2

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Page 178

MAN Diesel & Turbo

V engine

Recommended configuration
of foundation

Figure 70: Recommended configuration of foundation V engine

0
.
1

-
8
1
-
2
0
-
6
1
0
2

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3
.
2

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176 (451)

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Page 179

MAN Diesel & Turbo

Figure 71: Recommended configuration of foundation V engine – Number of bolts

0
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1

-
8
1
-
2
0
-
6
1
0
2

n
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3
.
2

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177 (451)

Page 180

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2
3
.
2

n
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2

Arrangement of foundation
bolt holes

MAN Diesel & Turbo

Figure 72: Arrangement of the foundation bolt holes V engine

Two fitted bolts have to be provided either on starboard side or portside.

In any case they have to be positioned on the coupling side.

0
.
1

-
8
1
-
2
0
-
6
1
0
2

178 (451)

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Page 181

MAN Diesel & Turbo

Number and position of the stoppers have to be provided according to the
figure above.

2.32.3

Chocking with synthetic resin

Most classification societies permit the use of the following synthetic resins
for chocking diesel engines:

▪

Chockfast Orange

(Philadelphia Resins Corp. U.S.A)

Epocast 36

(H.A. Springer, Kiel)

MAN Diesel & Turbo accepts engines being chocked with synthetic resin
provided:

▪

If processing is done by authorised agents of the above companies.

If the classification society responsible has approved the synthetic resin
to be used for a unit pressure (engine weight + foundation bolt preload-
ing) of 450 N/cm2 and a chock temperature of at least 80 °C.

The loaded area of the chocks must be dimensioned in a way, that the pres-
sure effected by the engines dead weight does not exceed 70 N/cm2
(requirement of some classification societies).

The pretensioning force of the foundation bolts was chosen so that the per-
missible total surface area load of 450 N/cm2 is not exceeded. This will
ensure that the horizontal thrust resulting from the mass forces is safely
transmitted by the chocks.

The shipyard is responsible for the execution and must also grant the war-
ranty.

Tightening of the foundation bolts only permissible with hydraulic tensioning
device. The point of application of force is the end of the thread with a length
of 85 mm. Nuts definitely must not be tightened with hook spanner and ham-
mer, even for later inspections.

0
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8
1
-
2
0
-
6
1
0
2

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3
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2

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MAN 32/40 IMO Tier III, Project Guide – Marine, EN

179 (451)

Page 182

MAN Diesel & Turbo

Tightening of foundation bolts

Figure 73: Hydraulic tension device

Hydraulic tension device

Tool number

Piston area

Maximum pump pressure

Pretensioning force

Unit

cm²

bar

Table 116: Hydraulic tension device – Specific values

009.664

030.538

41.09 cm²

1,000

411

The tensioning tools with tensioning nut and pressure sleeve are included in
the standard scope of supply of tools for the engine

Dedicated installation values (e.g. pre-tensioning forces) will be given in the
costumer documentation specific to each project.

0
.
1

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8
1
-
2
0
-
6
1
0
2

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F

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3
.
2

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2

180 (451)

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Page 183

MAN Diesel & Turbo

Figure 74: Chocking with synthetic resin L engine

0
.
1

-
8
1
-
2
0
-
6
1
0
2

Engine weight

6 cylinder

7 cylinder

8 cylinder

9 cylinder

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.
2

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Page 184

MAN Diesel & Turbo

Figure 75: Chocking with synthetic resin V engine

0
.
1

-
8
1
-
2
0
-
6
1
0
2

n
o
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t
a
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2.32.4

Resilient seating

General

The vibration of the engine causes dynamic effects on the foundation. These
effects are attributed to the pulsating reaction forces due to the fluctuating
torque. Additionally, in engines with certain cylinder numbers these effects
are increased by unbalanced forces and couples brought about by rotating
or reciprocating masses which – considering their vector sum – do not
equate to zero.

The direct resilient support makes it possible to reduce the dynamic forces
acting on the foundation, which are generated by every reciprocating engine
and may – under adverse conditions – have harmful effects on the environ-
ment of the engine.

With respect to large engines (bore > 400 mm) MAN Diesel & Turbo offers
two different versions of the resilient mounting (one using conical – the other
inclined sandwich elements).

The inclined resilient mounting was developed especially for ships with high
comfort demands, e.g. passenger ferries and cruise vessels. This mounting
system is characterised by natural frequencies of the resiliently supported
engine being lower than approximately 7 Hz. The resonances are located
away from the excitation frequencies related to operation at nominal speed.

For average demands of comfort, e.g. for merchant ships, and for smaller
engines (bore < 400 mm) mountings using conical mounts can be judged as
being fully sufficient. Because of the stiffer design of the elements the natural
frequencies of the system are significantly higher than in case of the inclined
resilient mounting. The natural frequencies of engines mounted with this kind
of mounts are lower than approximately 18 Hz. The vibration isolation is thus
of lower quality. It is however, still considerably better than a rigid or semi
resilient engine support.

The appropriate design of the resilient support will be selected in accordance
with the demands of the customer, i.e. it will be adjusted to the special
requirements of each plant.

In both versions the supporting elements will be connected directly to the
engine feet by special brackets.

The number, rubber hardness and distribution of the supporting elements
depend on:

▪

The weight of the engine

The centre of gravity of the engine

The desired natural frequencies

Where resilient mounting is applied, the following has to be taken into con-
sideration when designing a propulsion plant:

▪

Resilient mountings always feature several resonances resulting from the
natural mounting frequencies. In spite of the endeavour to keep resonan-
ces as far as possible from nominal speed the lower bound of the speed
range free from resonances will rarely be lower than 70 % of nominal
speed for mountings using inclined mounts and rarely lower than 85 %
for mountings using conical mounts. It must be pointed out that these
percentages are only guide values. The speed interval being free from
resonances may be larger or smaller. These restrictions in speed will
mostly require the deployment of a controllable pitch propeller.

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▪

Between the resiliently mounted engine and the rigidly mounted gearbox
or alternator, a flexible coupling with minimum axial and radial elastic
forces and large axial and radial displacement capacities should be provi-
ded.

The media connections (compensators) to and from the engine must be
highly flexible whereas the fixations of the compensators on the one
hand with the engine and on the other hand with the environment must
be realised as stiff as possible.

For the inclined resilient support, provision for stopper elements has to
be made because of the sea-state-related movement of the vessel. In
the case of conical mounting, these stoppers are integrated in the ele-
ment.

In order to achieve a good vibration isolation, the lower brackets used to
connect the supporting elements with the ship's foundation are to be fit-
ted at sufficiently rigid points of the foundation. Influences of the founda-
tion's stiffness on the natural frequencies of the resilient support of the
engine will not be considered in the mounting design calculation.

The yard must specify with which inclination related to the plane keel the
engine will be installed in the ship. The inclination must be defined and
communicated before entering the dimensioning process.

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2.32.5

Recommended configuration of foundation

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Figure 76: Recommended configuration of foundation L engine – Resilient seating

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Figure 77: Recommended configuration of foundation V engine – Resilient seating

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Figure 78: Recommended configuration of foundation L engine – Resilient seating

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Figure 79: Recommended configuration of foundation V engine – Resilient seating

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Figure 80: Resilient mounting layout example L engine

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Figure 81: Resilient mounting layout example V engine

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Figure 82: Resilient mounting conical mounts L engine

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Figure 83: Resilient mounting conical mounts V engine

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2.32.6

Engine alignment

The alignment of the engine to the attached power train is crucial for trouble-
free operation.

Dependent on the plant installation influencing factors on the alignment might
be:

▪

Thermal expansion of the foundations

Thermal expansion of the engine, alternator or the gearbox

Thermal expansion of the rubber elements in the case of resilient mount-
ing

The settling behaviour of the resilient mounting

Shaft misalignment under pressure

Necessary axial pre-tensioning of the flex-coupling

Therefore take care that a special alignment calculation, resulting in align-
ment tolerance limits will be carried out.

Follow the relevant working instructions of this specific engine type. Align-
ment tolerance limits must not be exceeded.

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3.1

Engine automation

SaCoSone system overview

1 Control Unit
3 System Bus
5 Auxiliary Cabinet

2 Local Operating Panel
4 Interface Cabinet
6 Remote Operating Panel

(optional)

Figure 84: SaCoSone system overview

The monitoring and safety system SaCoSone is responsible for complete
engine operation, control, alarming and safety. All sensors and operating
devices are wired to the engine-attached units. The interface to the plant is
done by means of an Interface Cabinet.

During engine installation, only the bus connections, the power supply and
safety-related signal cables between the Control Unit, Injection Unit, the
Interface Cabinet and the Auxiliary Cabinet are to be laid, as well as connec-
tions to external modules, electrical motors on the engine and parts on site.

The SaCoSone design is based on highly reliable and approved components
as well as modules specially designed for installation on medium speed
engines. The used components are harmonised to an homogenous system.
The system has already been tested and parameterised in the factory.

SaCoSone Control Unit

The Control Unit is attached to the engine cushioned against any vibration. It
includes two identical, highly integrated Control Modules: one for safety func-
tions and the other one for engine control and alarming.

The modules work independently of each other and collect engine measuring
data by means of separate sensors.

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Figure 85: SaCoSone Control Unit

Local Operating Panel

The engine is equipped with a Local Operating Panel cushioned against
vibration. This panel is equipped with a TFT display for visualisation of all
engine operating and measuring data. At the Local Operating Panel the
engine can be fully operated. Additional hardwired switches are available for
relevant functions.

Propulsion engines are equipped with a backup display as shown on top of
the Local Operating Panel. Generator engines are not equipped with this
backup display.

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Figure 86: Local Operating Panel

Interface Cabinet

The Interface Cabinet is the interface between the engine electronics and the
plant control. It is the central connecting point for 24 V DC power supply to
the engine from the vessel's power distribution.

Besides, it connects the engine safety and control system with the power
management, propulsion control and other periphery parts.

The supply of the SaCoSone subsystems is done by the Interface Cabinet.

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Figure 87: Interface Cabinet

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Auxiliary Cabinet

The Auxiliary Cabinet is the central connection for the 400 V AC power sup-
ply to the engine from the vessel's power distribution. It includes the starters
for the engine-attached cylinder lube oil pump(s), the temeprature control
valves and the driver unit for the fuel rack actuator.

Figure 88: Auxiliary Cabinet

Remote Operating Panel (optional)

The Remote Operating Panel serves for engine operation from a control
room. The Remote Operating Panel has the same functions as the Local
Operating Panel.

From this operating device it is possible to transfer the engine operation
functions to a superior automatic system (propulsion control system, power
management).

In plants with integrated automation systems, this panel can be replaced by
IAS.

The panel can be delivered as loose supply for installation in the control room
desk or integrated in the front door of the Interface Cabinet.

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Figure 89: Remote Operating Panel (optional)

SaCoSone system Bus

The SaCoSone system bus connects all system modules. This redundant field
bus system provides the basis of data exchange between the modules and
allows the takeover of redundant measuring values from other modules in
case of a sensor failure.

SaCoSone is connected to the plant by the Gateway Module. This module is
equipped with decentral input and output channels as well as with different
interfaces for connection to the plant/ship automation, the Remote Operating
Panel and the online service.

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Figure 90: SaCoSone System Bus

3.2

Power supply and distribution

The plant has to provide electric power for the automation and monitoring
system. In general an uninterrupted 24 V DC power supply is required for
SaCoSone.

An uniterruptible power supply for the speed governor must also be provi-
ded. In case of electronic speed governor with mechanical backup (PGA-EG
or PGG-EG) an uninterruptible 24 V DC power supply is required.

For supply of the electronic fuel actuator (EM80/EM300) an uninterruptible
230 V AC distribution must be provided.

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Figure 92: Supply diagram for engines equipped with EM80/EM300

Galvanic isolation

It is important that at least one of the two 24 V DC power supplies per
engine is foreseen as isolated unit with earth fault monitoring to improve the
localisation of possible earth faults. This isolated unit can either be the UPS-
buffered 24 V DC power supply or the 24 V DC power supply without UPS.

Example:

The following overviews shows the exemplary layout for a plant consisting of
four engines. In this example the 24 V DC power supply without UPS is the
isolated unit. The UPS-buffered 24 V DC power supply is used for several
engines. In this case there must be the possibility to disconnect the UPS
from each engine (e.g. via double-pole circuit breaker) for earth fault detec-
tion.

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Figure 93: Wrong installation of the 24 V DC power supplies

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Required power supplies

Voltage

24 V DC

Consumer

SaCoSone

230 V 50/60 Hz

SaCoSone Interface Cabinet

230 V 50/60 Hz

SaCoSone Auxiliary Cabinet

440 V 50/60 Hz

SaCoSone Auxiliary Cabinet

Notes

All SaCoSone components in the Interface
Cabinet and on the engine

Cabinet illumination, socket, anticondensa-
tion heater

Cabinet illumination, socket, temperature
control valves, anticondensation heater

Power supply for consumers on engine (e.g.
cylinder lubricator)

Table 117: Required power supplies

3.3

Operation

Control Station Changeover

The operation and control can be done from both operating panels. Selec-
tion and activation of the control stations is possible at the Local Operating
Panel. On the displays, all the measuring points acquired by means of
SaCoSone can be shown in clearly arranged drawings and figures. It is not
necessary to install additional speed indicators separately.

The operating rights can be handed over from the Remote Operating Panel
to another Remote Operating Panel or to an external automatic system.
Therefore a handshake is necessary.

For applications with Integrated Automation Systems (IAS) also the function-
ality of the Remote Operating Panel can be taken over by the IAS.

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Figure 95: Control station changeover

Speed setting

In case of operating with one of the SaCoSone panels, the engine speed set-
ting is carried out manually by a decrease/increase switch button. If the oper-
ation is controlled by an external system, the speed setting can be done
either by means of binary contacts (e.g. for synchronisation) or by an active
4 – 20 mA analogue signal alternatively. The signal type for this is to be
defined in the project planning period.

Operating modes

For alternator applications:

▪

Droop (5-percent speed increase between nominal load and no load)

For propulsion engines:

Isochronous

▪
▪ Master/Slave Operation for operation of two engines on one gear box
The operating mode is pre-selected via the SaCoSone interface and has to be
defined during the application period.

Details regarding special operating modes on request.

3.4

Functionality

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Safety functions

The safety system monitors all operating data of the engine and initiates the
required actions, i.e. load reduction or engine shutdown, in case any limit val-
ues are exceeded. The safety system is separated into Control Module and

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Load reduction

Auto shutdown

Emergency stop

Override

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Gateway Module. The Control Module supervises the engine, while the Gate-
way Module examines all functions relevant for the security of the connected
plant components.

The system is designed to ensure that all functions are achieved in accord-
ance with the classification societies' requirements for marine main engines.

The safety system directly influences the emergency shut-down and the
speed control.

In addition to the provisions made to permit the internal initiation of demands,
binary and analogue channels have been provided for the initiation of safety
functions by external systems.

After the exceeding of certain parameters the classification societies demand
a load reduction to 60%. The safety system supervises these parameters
and requests a load reduction, if necessary. The load reduction has to be
carried out by an external system (IAS, PMS, PCS). For safety reasons,
SaCoSone will not reduce the load by itself.

Auto shutdown is an engine shutdown initiated by any automatic supervision
of either engine internal parameters or mentioned above external control sys-
tems. If an engine shutdown is triggered by the safety system, the emer-
gency stop signal has an immediate effect on the emergency shutdown
device, and the speed control. At the same time the emergency stop is trig-
gered, SaCoSone issues a signal resulting in the alternator switch to be
opened.

Emergency stop is an engine shutdown initiated by an operator's manual
action like pressing an emergency stop button.

During operation, safety actions can be suppressed by the override function
for the most parameters. The override has to be activated preventively. The
scope of parameters prepared for override are different and depend to the
chosen classification society. The availability of the override function depends
on the application.

Alarming

The alarm function of SaCoSone supervises all necessary parameters and
generates alarms to indicate discrepancies when required. The alarm func-
tions are likewise separated into Control Module and Gateway Module. In the
Gateway Module the supervision of the connected external systems takes
place. The alarm functions are processed in an area completely independent
of the safety system area in the Gateway Module.

Self-monitoring

SaCoSone carries out independent self-monitoring functions. Thus, for exam-
ple the connected sensors are checked constantly for function and wire
break. In case of a fault SaCoSone reports the occurred malfunctions in single
system components via system alarms.

Speed control

The engine speed control is realised by software functions of the Control
Module/Alarm and the speed governor. Engine speed and crankshaft turn
angle indication is carried out by means of redundant pick ups at the gear
drive.

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Load distribution in multi-
engine plants
Load limit curves

Start/stop sequences

With electronic speed control, the load distribution is carried out by speed
droop, isochronously by load sharing lines or master/slave operation.

▪

Start fuel limiter

Charge air pressure dependent fuel limiter

Torque limiter

Jump-rate limiter

Note!
In the case of controllable pitch propeller (CPP) units with combinator mode,
the combinator curves must be sent to MAN Diesel & Turbo for assessment
in the design stage. If load control systems of the CPP-supplier are used, the
load control curve is to be sent to MAN Diesel & Turbo in order to check
whether it is below the load limit curve of the engine.

Shutdown

The engine shutdown, initiated by safety functions and manual emergency
stops, is carried out by activating the emergency stop and pneumatic fuel
shutoff of the conventional jerk pumps.

Note:
The engine shutdown may have impact on the function of the plant. These
effects can be very diverse depending on the overall design of the plant and
must already be considered in early phase of the project planning.

Overspeed protection

The engine speed is monitored in both Control Modules independently. In
case of overspeed each Control Module actuates the shutdown device by a
separate hardware channel.

Control

SaCoSone controls all engine-internal functions as well as external compo-
nents, for example:

Requests of lube oil and cooling water pumps.

▪
▪ Monitoring of the prelubrication and post-cooling period.
▪ Monitoring of the acceleration period.

Control station switch-over

Switch-over from local operation in the engine room to remote control from
the engine control room.

External functions

▪

Electrical lube oil pump

Electrical driven HT cooling water pump

Electrical driven LT cooling water pump

Nozzle cooling water module

HT preheating unit

Clutches

The scope of control functions depends on plant configuration and must be
coordinated during the project engineering phase.

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MAN Diesel & Turbo

Media Temperature Control

Various media flows must be controlled to ensure trouble-free engine opera-
tion.

The temperature controllers are available as software functions inside the
Gateway Module of SaCoSone. The temperature controllers are operated by
the displays at the operating panels as far as it is necessary. From the Inter-
face Cabinet the relays actuate the control valves.

▪

The cylinder cooling water (HT) temperature control is equipped with per-
formance-related feed forward control, in order to guarantee the best
control accuracy possible (refer also section Water systems, Page 298).

The low temperature (LT) cooling water temperature control works simi-
larly to the HT cooling water temperature control and can be used if the
LT cooling water system is designed as one individual cooling water sys-
tem per engine.

In case several engines are operated with a combined LT cooling water
system, it is necessary to use an external temperature controller.

This external controller must be mounted on the engine control room
desk and is to be wired to the temperature control valve (refer also sec-
tion Water systems, Page 298).

The charge air temperature control is designed identically with the HT
cooling water temperature control.

The cooling water quantity in the LT part of the charge air cooler is regu-
lated by the charge air temperature control valve (refer also section Water
systems, Page 298).

The design of the lube oil temperature control depends on the engine
type. It is designed either as a thermostatic valve (waxcartridge type) or
as an electric driven control valve with electronic control similar to the HT
temperature controller. Refer also to section Lube oil system description,
Page 279.

Starters

For engine attached pumps and motors the starters are installed in the Auxili-
ary Cabinet. Starters for external pumps and consumers are not included in
the SaCoSone scope of supply in general.

Data Bus Interface (Machinery Alarm System)

This interface serves for data exchange to ship alarm systems or Integrated
Automation Systems (IAS).

The interface is actuated with MODBUS protocol and is available as:

▪

Ethernet interface (MODBUS over TCP) or as

Serial interface (MODBUS RTU) RS422/RS485, Standard 5 wire with
electrical isolation (cable length ≤ 100 m).

Only if the Ethernet interface is used, the transfer of data can be handled with
timestamps from SaCoSone.

The status messages, alarms and safety actions, which are generated in the
system, can be transferred. All measuring values acquired by SaCoSone are
available for transfer.

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3.5

Interfaces

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Alternator Control

Hardwired interface, used for example for synchronisation, load indication,
etc.

Power Management

Hardwired interface, for remote start/stop, load setting, etc.

Propulsion Control System

Standardized hardwired interface including all signals for control and safety
actions between SaCoSone and the propulsion control system.

Others

In addition, interfaces to auxiliary systems are available, such as:

▪

Nozzle cooling water module

HT preheating unit

Electric driven pumps for lube oil, HT and LT cooling water

Clutches

▪
▪ Gearbox

▪

Propulsion control system

On request additional hard wired interfaces can be provided for special appli-
cations.

Cables – Scope of supply

The bus cables between engine and interface are scope of the MAN Diesel &
Turbo supply.

The control cables and power cables are not included in the scope of the
MAN Diesel & Turbo supply. This cabling has to be carried out by the cus-
tomer.

3.6

Technical data

Design:

Interface Cabinet

▪

Floor-standing cabinet

Cable entries from below through cabinet base

Accessible by front doors

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Doors with locks

▪
▪ Opening angle: 90°
▪ MAN Diesel & Turbo standard color light grey (RAL7035)
▪ Weight: Approximately 300 kg
Ingress of protection: IP55
Dimensions: 1,200 x 2,100 x 400 mm1) (preliminary)
1) width x height x depth (including base)

▪

Environmental Conditions

▪

Ambient air temperature: 0 °C to +55 °C

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Design:

▪

Relative humidity: < 96 %

Vibrations: < 0.7 g

Auxiliary Cabinet

▪

Floor-standing cabinet

Cable entries from below

Accessible by front doors

Doors with locks

▪
▪ Opening angle: 90°

Standard colour light grey (RAL7035)

▪
▪ Weight: Approximately 300 kg
Ingress of protection: IP55
Dimensions: 1,200 x 2,100 x 400 mm1)
1) width x height x depth (including base)

▪

Environmental Conditions

▪

Ambient air temperature: 0 °C to +55 °C

Relative humidity: < 96 %

Vibrations: < 0.7 g

Remote Operating Panel (optional)

Design

▪

Panel for control desk installation with 3 m cable to terminal bar for
installation inside control desk

Environmental Conditions

Front color: White aluminium (RAL9006)

▪
▪ Weight: 15 kg

▪

Ingress of protection: IP23
Dimensions: 370 x 480 x 150 mm1)
1) width x height x depth (including base)

Ambient air temperature: 0 °C to +55 °C

Relative humidity: < 96 %

Vibrations: < 0.7 g

Electrical own consumption

Consumer

Supply system

Notes

Pn (kVA)

Ub(V)

F(Hz)

Phase

Fuse/
Starter by
yard

SaCoSone

0.8

+/–

35 A

SaCoSone Interface Cabinet

2.5

230

50/60

16 A

Power supply from ship bat-
tery distribution (two line
redundant power supply)

Cabinet illumination, socket,
anticondensation heater

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Consumer

Supply system

Notes

Pn (kVA)

Ub(V)

F(Hz)

Phase

Fuse/
Starter by
yard

SaCoSone Auxiliary Cabinet

2.8

230

50/60

10 A

SaCoSone Auxiliary Cabinet

2.65

400–440

50/60

6 A

Table 118: Electrical own consumption of an L engine

3.7

Installation requirements

Cabinet illumination, socket,
anticondensation heater,
temperature controller (incl.
regulating valve drive, for
each temperature control
system)

Power supply for consumers
on engine

Location

The Interface Cabinet and the Auxiliary Cabinet are designed for installation in
engine rooms or engine control rooms. Both cabinets should be located side
by side.

The cabinets must be installed at a location suitable for service inspection.

Do not install the cabinets close to heat-generating devices.

In case of installation at walls, the distance between the cabinets and the
wall has to be at least 100 mm in order to allow air convection.

Regarding the installation in engine rooms, the cabinets should be supplied
with fresh air by the engine room ventilation through a dedicated ventilation
air pipe near the engine.

Note:
If the restrictions for ambient temperature can not be kept, the cabinet must
be ordered with an optional air condition system.

Ambient air conditions

For restrictions of ambient conditions, refer to the section Technical data,
Page 209.

Cabling

The interconnection cables between the engine and the Interface Cabinet
and Auxiliary Cabinet have to be installed according to the rules of electro-
magnetic compatibility. Control cables and power cables have to be routed
in separate cable ducts.

The cables for the connection of sensors and actuators which are not moun-
ted on the engine are not included in the scope of MAN Diesel & Turbo sup-
ply. Shielded cables have to be used for the cabling of sensors. For electrical
noise protection, an electric ground connection must be made from the cabi-
nets to the hull of the ship.

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All cabling between the Interface Cabinet and Auxiliary Cabinet and the con-
trolled device is scope of yard supply.

The cabinet are equipped with spring loaded terminal clamps. All wiring to
external systems should be carried out without conductor sleeves.

The redundant CAN cables are MAN Diesel & Turbo scope of supply. If the
customer provides these cables, the cable must have a characteristic impe-
dance of 120 Ω.

Maximum cable length

Connection

Max. cable length

Cables between engine and Interface
Cabinet

Cables between engine and Auxiliary
Cabinet

MODBUS cable between Interface Cabi-
net and superordinated automation sys-
tem (only for Ethernet)

Cable between Interface Cabinet and
Remote Operating Panel

Table 119: Maximum cable length

Installation works

≤ 60 m

≤ 100 m

During the installation period the yard has to protect the cabinets against
water, dust and fire. It is not permissible to do any welding near the cabinets.
The cabinets have to be fixed to the floor by screws.

If it is inevitable to do welding near the cabinets, the cabinets and panels
have to be protected against heat, electric current and electromagnetic influ-
ences. To guarantee protection against current, all of the cabling must be
disconnected from the affected components.

The installation of additional components inside the cabinets is only permissi-
ble after approval by the responsible project manager of MAN Diesel &
Turbo.

Installation of sensor 1TE6000 „Ambient air temp”

The sensor 1TE6000 “Ambient air temp” (double Pt1000) measures the tem-
perature of the (outdoor) ambient air. The temperature of the ambient air will
typically differ from that in the engine room.

The sensor may be installed in the ventilation duct of the fan blowing the
(outdoor) ambient air into the engine room. Ensure to keep the sensor away
from the influence of heat sources or radiation. The image below shows two
options of installing the sensors correctly:

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1 Hole drilled into the duct of the engine
room ventilation. Sensor measuring the
temperature of the airstream.

2 Self-designed holder in front of the duct.

Figure 96: Possible locations for installing the sensor 1TE6000

The sensor 1TE6100 “Intake air temp” is not suitable for this purpose.

3.8

Engine-located measuring and control devices

Exemplary list for project planning

No. Measuring
point

Speed pickups

Description

Function

Measuring
Range

Location

Connected to

Depending
on option

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1SE1004A/B1)

speed pickup turbo-
charger speed

TC speed
monitoring

turbo-
charger

Control Module/
Safety

1SE1005

speed pickup engine
speed

engine
speed &
camshaft
position
detection

0–900 rpm/
0–1,800 Hz

camshaft
drive wheel

Control Module/
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Description

Function

Measuring
Range

Location

Connected to

Depending
on option

No. Measuring
point

2SE1005

speed pickup engine
speed

1SV1010

actuator

engine fuel admission

Start and stop of engine

1SSV1011

solenoid valve engine
start

1PS1011

pressure switch

1HZ1012

start air pressure after
start valve

push button local
emergency stop

1SZV1012

solenoid valve engine
shutdown

1PS1012

pressure switch
emergency stop air

Fuel admission

10 1GT1022

position sensor

fuel admission

Variable Injection Timing

11 3GV1028A

solenoid valve

VIT cylinder 1 row A

12 4GV1028A

solenoid valve

VIT cylinder 2 row A

engine
speed &
camshaft
position
detection

speed and
load gov-
erning

actuated
during
engine
start and
slowturn

feedback
start valve
activated

emergency
stop from
local con-
trol station

manual
and auto-
emergency
shutdown

feedback
emergency
stop, start-
blocking
active

0–900 rpm/
0–1,800 Hz

camshaft
drive wheel

Control Module/
Safety

engine

Auxiliary Cabinet

engine

Control Module/
Alarm

engine

Control Module/
Alarm

Gateway Module

Local
Operating
Panel

engine

Control Module/
Safety

0–10 bar

Control Module/
Safety

emergency
stop air
pipe on
engine

inductive
measure-
ment of
fuel rack
position

0-30° rota-
tion/

0-110% fuel
adm.

engine

Control Module/
Alarm

3/2-way
valve M307
for VIT
adjustment

engine

Control Module/
Alarm

engine

Control Module/
Alarm

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No. Measuring
point

Description

Function

Measuring
Range

Location

Connected to

Depending
on option

13 3GOS1028A

proximity switch

VIT safe position row
A

14 3GV1028B

solenoid valve

VIT cylinder 1 row B

15 4GV1028B

solenoid valve

VIT cylinder 2 row B

16 3GOS1028B

proximity switch

Charge air bypass

17 1XSV1030

VIT safe position row
B

solenoid valve charge
air bypass flap

Charge air blow-off

18 1XSV1031A/B

solenoid valve charge
air blow off flap A/B

Main bearings

19 xTE1064-1/2

double temp sensors,
main bearings

Turning gear

20 1GOS1070

Slow turn

limit switch turning
gear engaged

VIT posi-
tion feed-
back

3/2-way
valve M307
for VIT
adjustment

VIT posi-
tion feed-
back

blow by
while part-
load or low
speed

charge air
blow off at
low suction
air temper-
ature

indication,
alarm,
engine pro-
tection

indication
and start
blocking

21 1SSV1075

solenoid valve

slow turn

22 2SSV1075

solenoid valve

slow turn

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Jet Assist

start air
blocking
during slow
turn

engine

Control Module/
Alarm

engine

Control Module/
Alarm

engine

Control Module/
Alarm

engine

Control Module/
Alarm

engine

Control Module/
Alarm

charge air
bypass

engine

Control Module/
Alarm

charge air
blow off

0–120 °C

engine

Control Modules main bear-

ing temp
monitoring

engine

Control Module/
Alarm

engine

Control Module/
Alarm

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No. Measuring
point

23 1SSV1080

Lube oil system

24 1PT2170

25 2PT2170

26 1TE2170-1/2

Description

Function

Measuring
Range

Location

Connected to

solenoid valve for Jet
Assist

turbo-
charger
accelera-
tion by Jet
Assist

pressure transmitter,
lube oil pressure
engine inlet

alarm at
low lube oil
pressure

pressure transmitter,
lube oil pressure
engine inlet

double temp sensor,
lube oil temp engine
inlet

auto shut-
down at
low pres-
sure

alarm at
high temp

engine

Control Module/
Alarm

0–10 bar

engine

Control Module/
Alarm

0–10 bar

Local
Operating
Panel

Control Module/
Safety

0–120 °C

engine

Control Modules

27 1EM2470

electric motor cylin-
der lubrication

cylinder
lubrication

engine

Auxiliary Cabinet

28 1FE2470A/B1)

limit switch cylinders
lubricator line A/B

function
control of
cylinder
lubricator
line A

0.1–1 Hz

engine

Control Module/
Alarm

29 1PT2570A/B1) pressure transmitter,
lube oil pressure tur-
bocharger inlet

alarm at
low lube oil
pressure

0–6 bar

engine

0–6 bar

engine

Control Module/
Alarm

Control Module/
Safety

0–120 °C

engine

Control Modules

Depending
on option

Jet Assist

30 2PT2570A/B1) pressure transmitter,
lube oil pressure tur-
bocharger inlet

31 1TE2580A/B1) double temp sensor,
lube oil temp turbo-
charger drain

auto shut-
down at
low lube oil
pressure

alarm at
high temp

Oil mist detection

32 1QTIA2870

oilmist detector, oil-
mist concentration in
crankcase

oilmist
supervision

33 1ES2870

binary contact

oil-mist detector sys-
tem ready

34 1QS2870

opacity switch

oil-mist in crankcase

integrated
in
1QTIA2870

engine

oil mist
detection

engine

Control Module/
Safety

oil mist
detection

engine

Control Module/
Safety

oil mist
detection

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No. Measuring
point

Description

Function

Measuring
Range

Location

Connected to

Depending
on option

35 2QS2870

opacity switch

oil-mist in crankcase

integrated
in
1QTIA2870

engine

Control Module/
Safety

oil mist
detection

Splash oil

36 xTE2880-1/2

double temp sensors,
splash oil temp rod
bearings

splash oil
supervision

0–120 °C

engine

Control Modules

Cooling water systems

37 1TE3168

double temp sensor
HT water temp
charge air cooler inlet

for EDS
visualisa-
tion and
control of
preheater
valve

0–120 °C

engine

Control Module/
Alarm

pressure transmitter,
HT cooling water
pressure engine inlet

alarm at
low pres-
sure

0–6 bar

engine

0–6 bar

engine

Control Module/
Alarm

38 1PT3170

39 2PT3170

40 1TE3170-1/2

41 1TE3180-1/2

42 1PT3470

43 2PT3470

44 1TE3470-1/2

pressure transmitter,
HT cooling water
pressure engine inlet

double temp sensor,
HTCW temp engine
inlet

temp sensor, HT
water temp engine
outlet

pressure transmitter,
nozzle cooling water
pressure engine inlet

double temp sensor,
nozzle cooling water
temp engine inlet

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1
0
2

45 1PT4170

pressure transmitter,
LT water pressure
charge air cooler inlet

detection
of low
cooling
water pres-
sure

alarm, indi-
cation

0–120 °C

engine

Control Modules

0–120 °C

engine

Control Modules

0–10 bar

engine

Control Module/
Alarm

0–10 bar

engine

Control Module/
Safety

0–120 °C

engine

Control Modules

0–6 bar

engine

Control Module/
Alarm

alarm at
low cooling
water pres-
sure

alarm at
high cool-
ing water
temp

alarm at
low cooling
water pres-
sure

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MAN Diesel & Turbo

Description

Function

Measuring
Range

Location

Connected to

Depending
on option

No. Measuring
point

46 2PT4170

47 1TE4170-1/2

Fuel system

48 1PT5070

49 2PT5070

50 1TE5070-1/2

pressure transmitter,
LT water pressure
charge air cooler inlet

double temp sensor,
LT water temp
charge air cooler inlet

alarm at
low cooling
water pres-
sure

alarm, indi-
cation

pressure transmitter,
fuel pressure engine
inlet

double temp sensor,
fuel temp engine inlet

Charge air system

51 1PT6100

pressure transmitter,
intake air pressure

52 1TE6100

double temp sensor,
intake air temp

53 1TE6170A/
B-1/21)

double temp sensor,
charge air temp
charge air cooler A/B
inlet

54 1PT6180A/B1) pressure transmitter,

charge air pressure
before cylinders row
A/B

0–6 bar

engine

Control Unit

0–120 °C

LT pipe
charge air
cooler inlet

Control Modules

0–16 bar

engine

0–16 bar

engine

Control Module/
Alarm

Control Module/
Safety

0–200 °C

engine

Control Modules

–20...+20
mbar

0–120 °C

intake air
duct after
filter

Control Module/
Alarm

0–300 °C

engine

Control Modules

0–6 bar

engine

Control Module/
Alarm

remote
indication
and alarm

alarm at
high temp
in MDO-
mode and
for EDS
use

for EDS
visualisa-
tion

temp input
for charge
air blow-off
and EDS
visualisa-
tion

for EDS
visualisa-
tion

engine
control

55 2PT6180A/B1) pressure transmitter,

0–6 bar

engine

Control Module/
Safety

charge air pressure
before cylinders row
A/B

56 1TE6180A/
B-1/21)

double temp sensor,
charge air temp after
charge air cooler A/B

alarm at
high temp

Exhaust gas system

0–120 °C

engine

Control Modules

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Page 221

MAN Diesel & Turbo

No. Measuring
point

57 xTE6570A/
B-1/21)

58 1TE6575A/
B-1/21)

59 1TE6580A/
B-1/21)

Description

Function

Measuring
Range

Location

Connected to

Depending
on option

0–800 °C

engine

Control Modules

0–800 °C

engine

Control Modules

indication,
alarm,
engine pro-
tection

indication

0–800 °C

engine

Control Modules

double thermocou-
ples, exhaust gas
temp cylinders A/B

double thermocou-
ples, exhaust gas
temp before turbo-
charger A/B

double thermocou-
ples, exhaust gas
temp after turbo-
charger A/B

Control air, start air, stop air

60 1PT7170

pressure transmitter,
starting air pressure

61 2PT7170

pressure transmitter,
starting air pressure

0–40 bar

engine

Control Module/
Alarm

0–40 bar

engine

Control Module/
Safety

62 1PT7180

63 2PT7180

64 1PT7400

65 2PT7400

pressure transmitter,
emergency stop air
pressure

0–40 bar

engine

0–40 bar

engine

pressure transmitter,
control air pressure

remote
indication

pressure transmitter,
control air pressure

remote
indication

0–10 bar

engine

0–10 bar

engine

Control Module/
Alarm

Control Module/
Safety

Control Module/
Alarm

Control Module/
Safety

engine
control,
remote
indication

alarm at
low air
pressure

1) A-sensors: all engines; B-sensors: V engines only.

Table 120: List of engine-located measuring and control devices

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Page 222

Page 223

MAN Diesel & Turbo

Specification for engine supplies

4.1

Explanatory notes for operating supplies – Diesel engines

Temperatures and pressures stated in section Planning data for emission
standard, Page 96 must be considered.

4.1.1

Lube oil

Main fuel

Lube oil type

Viscosity class

Base No. (BN)

MGO (class DMA or DMZ)

Doped (HD) + additives

SAE 40

12 – 16 mg KOH/g

MDO (ISO-F-DMB)

HFO

Medium-alkaline +
additives

Table 121: Main fuel/lube oil type

12 – 20 mg KOH/g

20 – 55 mg KOH/g

Depending on sul-
phur content

Selection of the lube oil must be in accordance with the relevant sections.

The lube oil must always match the worst fuel oil quality.

A base number (BN) that is too low is critical due to the risk of corrosion.

A base number that is too high, could lead to deposits/sedimentation.

4.1.2

Fuel

The engine is designed for operation with HFO, MDO (DMB) and MGO (DMA,
DMZ) according to ISO8217-2010 in the qualities quoted in the relevant sec-
tions.

Additional requirements for HFO before engine:

▪ Water content before engine: Max. 0.2 %

▪

Al + Si content before engine: Max 15 mg/kg

Engine operation with DM-grade fuel according to ISO 8217-2010, viscosity

≥ 2 cSt at 40 °C

A) Short-term operation,
max. 72 hours

Engines that are normally operated with heavy fuel, can also be operated
with DM-grade fuel for short periods.

Boundary conditions:

▪

DM-grade fuel in accordance with stated specifications and a viscosity of
≥ 2 cSt at 40 °C

▪ MGO-operation maximum 72 hours within a two-week period (cumula-

tive with distribution as required)

▪

Fuel oil cooler switched on and fuel oil temperature before engine
≤ 45 °C. In general, the minimum viscosity before engine of 1.9 cSt must
not be undershoot!

B) Long-term (> 72 h) or
continuous operation

For long-term (> 72 h) or continuous operation with DM-grade fuel special
engine- and plant-related planning prerequisites must be set and special
actions are necessary during operation.

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MAN Diesel & Turbo

Following features are required on engine side:

▪

Valve seat lubrication with possibility to be turned off and on manually

In case of conventional injection system, injection pumps with sealing oil
system, which can be activated and cut off manually, are necessary

Following features are required on plant side:

▪

Layout of fuel system to be adapted for low-viscosity fuel (capacity and
design of fuel supply and booster pump)

Cooler layout in fuel system for a fuel oil temperature before engine of
≤ 45 °C (min. permissible viscosity before engine 1.9 cSt)

Nozzle cooling system with possibility to be turned off and on during
engine operation

Boundary conditions for operation:

▪

Fuel in accordance with MGO (DMA, DMZ) and a viscosity of ≥ 2 cSt at
40 °C

Fuel oil cooler activated and fuel oil temperature before engine ≤ 45 °C.
In general the minimum viscosity before engine of 1.9 cSt must not be
undershoot!

Valve seat lubrication turned on

In case of conventional injection system, sealing oil of injection pumps
activated

Nozzle cooling system switched off

Continuous operation with MGO (DMA, DMZ):

▪

Lube oil for diesel operation (BN10-BN16) has to be used

Operation with heavy fuel oil of a sulphur content of < 1.5 %

Previous experience with stationary engines using heavy fuel of a low sulphur
content does not show any restriction in the utilisation of these fuels, provi-
ded that the combustion properties are not affected negatively.

This may well change if in the future new methods are developed to produce
low sulphur-containing heavy fuels.

If it is intended to run continuously with low sulphur-containing heavy fuel,
lube oil with a low BN (BN30) has to be used. This is required, in spite of
experiences that engines have been proven to be very robust with regard to
the continuous usage of the standard lube oil (BN40) for this purpose.

Instruction for minimum admissible fuel temperature

▪

In general the minimum viscosity before engine of 1.9 cSt must not be
undershoot.

The fuel specific characteristic values “pour point” and “cold filter plug-
ging point” have to be observed to ensure pumpability respectively filter-
ability of the fuel oil.

Fuel temperatures of approximately minus 10 °C and less have to be
avoided, due to temporarily embrittlement of seals used in the engines
fuel oil system and as a result their possibly loss of function.

4.1.3

Engine cooling water

The quality of the engine cooling water required in relevant section has to be
ensured.

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MAN Diesel & Turbo

Nozzle cooling system activation

Kind of fuel

MGO (DMA, DMZ)

MDO (DMB)

HFO

activated

no, see section Fuel, Page 221

yes

Table 122: Nozzle cooling system activation

The quality of the intake air as stated in the relevant sections has to be
ensured.

4.1.4

Intake air

4.1.5

Urea

The quality of the Urea as stated in section Specification of urea solution,
Page 264.

4.1.6

Compressed air – SCR catalyst

The compressed air must be free of oil and other contaminations. The quality
of the compressed air as stated in section Specification of compressed air,
Page 263.

4.2

Specification of lubricating oil (SAE 40) for operation with MGO/MDO and
biofuels

General

The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.

Doped lubricating oils (HD oils) have a proven track record as lubricants for
the drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-
cating oils contain additives that, amongst other things, ensure dirt absorp-
tion capability, cleaning of the engine and the neutralisation of acidic com-
bustion products.

Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the tables below.

Specifications

The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.

The base oil must comply with the following limit values, particularly in terms
of its resistance to ageing.

Base oil

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MAN Diesel & Turbo

Test method

Limit value

Ideally paraffin based

Properties/Characteristics

Make-up

Low-temperature behaviour, still flowable

Flash point (Cleveland)

Unit

°C

ASTM D 2500

ASTM D 92

Ash content (oxidised ash)

Weight %

ASTM D 482

Coke residue (according to Conradson)

Weight %

ASTM D 189

Ageing tendency following 100 hours of heating
up to 135 °C

MAN Diesel &
Turbo ageing oven
*

Insoluble n-heptane

Evaporation loss

Spot test (filter paper)

Table 123: Base oils - target values

Weight %

ASTM D 4055
or DIN 51592

Weight %

MAN Diesel &
Turbo test

-15

> 200

< 0.02

< 0.50

< 0.2

< 2

Precipitation of resins or
asphalt-like ageing products
must not be identifiable.

* Works' own method

Compounded lubricating oils
(HD oils)
Additives

Washing ability

Dispersion capability

Neutralisation capability

Evaporation tendency

Additional requirements

The base oil to which the additives have been added (doped lubricating oil)
must have the following properties:

The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.

Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.

The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.

The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.

The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.

The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.

The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.

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Page 227

MAN Diesel & Turbo

Lubricating oil selection

Engine

16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 35/44DF, 40/54,
45/60, 48/60, 58/64, 51/60DF

Table 124: Viscosity (SAE class) of lubricating oils

SAE class

We recommend doped lubricating oils (HD oils) according to international
specifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mg
KOH/g. Military specification O-278 lubricating oils may be used.

The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lubricating oil should contain. If marine diesel oil is
used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base
number of appr. 20 should be selected. However, the operating results that
ensure the most efficient engine operation ultimately determine the additive
content.

In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.

Use a lubricating oil for the cylinder and lubricating circuit as specified above.

Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
no difference whether synthetic or mineral-based oils are used.

The military specification applied for these oils is NATO O-236.

Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.

The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.

Most of the mineral oil companies are in close regular contact with engine
manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.

There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. As long as the
oil properties are within the defined limit values the oil may be used further.
See table Limit values for used lubricating oil, Page 231.

An oil sample must be analysed every 1-3 months (see maintenance sched-
ule). The quality of the oil can only be maintained if it is cleaned using suitable
equipment (e.g. a separator or filter).

Doped oil quality

Cylinder lubricating oil

Oil for mech.hydr. speed
governor

Lubricating oil additives

Selection of lubricating oils/
warranty

Oil during operation

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Temporary operation with
gas oil

Due to current and future emission regulations, heavy fuel oil cannot be used
in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.

MAN Diesel & Turbo

If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.

If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1,000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.

If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.

Tests

Regular analysis of lube oil samples is very important for safe engine opera-
tion. We can analyse fuel for customers at MAN Diesel & Turbo laboratory
PrimeServLab.

Note:
If operating fluids are improperly handled, this can pose a danger to health,
safety and the environment. The relevant safety information by the supplier of
operating fluids must be observed.

Manufacturer

Base number 10 - 16 1 (mgKOH/g)

Approved lube oils SAE 40

ENI

Cladium 120 - SAE 40

Sigma S SAE 40 2)

Energol DS 3-154

CASTROL

Castrol MLC 40 / MHP 154

CHEVRON Texaco
(Texaco, Caltex)

EXXON MOBIL

PETROBRAS

Seamax Extra 40

Taro 12 XD 40

Delo 1000 Marine SAE 40

Delo SHP40

Exxmar 12 TP 40

Mobilgard 412/MG 1SHC

Mobilgard ADL 40

Delvac 1640

Marbrax CCD-410
Marbrax CCD-415

Mozart DP40

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Page 229

MAN Diesel & Turbo

Manufacturer

REPSOL

SHELL

STATOIL

TOTAL LUBMARINE

Approved lube oils SAE 40

Base number 10 - 16 1 (mgKOH/g)

Neptuno NT 1540

Gadinia 40

Gadinia AL40

Sirius X40 2)

Rimula R3+40 2)

MarWay 1540

MarWay 1040 2)

Caprano M40

Disola M4015

Table 125: Lube oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil
and diesel fuel

1) If marine diesel oil is used, which has a very high sulphur content of 1.5 up to 2.0
weight %, a base number of appr. 20 should be selected.

2) With a sulphur content of less than 1 %

Note!
MAN Diesel & Turbo SE does not assume liability for problems that occur
when using these oils.

Limit value

Procedure

Viscosity at 40 ℃

110 - 220 mm²/s

ISO 3104 or ASTM D445

Base number (BN)

at least 50 % of fresh oil

At least 185 ℃

ISO 3771

ISO 2719

max. 0.2 % (max. 0.5 % for brief peri-
ods)

ISO 3733 or ASTM D 1744

n-heptane insoluble

max. 1.5 %

DIN 51592 or IP 316

Flash point (PM)

Water content

Metal content

Guide value only

Fe
Cr
Cu
Pb
Sn
Al

depends on engine type and operat-
ing conditions

max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm

max. 12 %

FT-IR

When operating with biofuels:
biofuel fraction

Table 126: Limit values for used lubricating oil

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4.3

Specification of lubricating oil (SAE 40) for heavy fuel operation (HFO)

General

Medium alkalinity lubricating oils have a proven track record as lubricants for
the moving parts and turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain additives that, in addition to
other properties, ensure a higher neutralization reserve than with fully com-
pounded engine oils (HD oils).

International specifications do not exist for medium alkalinity lubricating oils.
A test operation is therefore necessary for a corresponding long period in
accordance with the manufacturer's instructions.

Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. See table Approved lubricating oils for HFO-operated MAN Diesel &
Turbo four-stroke engines, Page 232.

Specifications

The base oil must comply with the limit values in the table below, particularly
in terms of its resistance to ageing:

Base oil

Properties/Characteristics

Make-up

Low-temperature behaviour, still flowable

Flash point (Cleveland)

Unit

°C

ASTM D 2500

ASTM D 92

Test method

Limit value

Ideally paraffin based

Ash content (oxidised ash)

Weight %

ASTM D 482

Coke residue (according to Conradson)

Weight %

ASTM D 189

Ageing tendency following 100 hours of heating
up to 135 °C

MAN Diesel &
Turbo ageing oven
*

Insoluble n-heptane

Evaporation loss

Spot test (filter paper)

Table 127: Base oils - target values

* Works' own method

Weight %

ASTM D 4055
or DIN 51592

Weight %

MAN Diesel &
Turbo test

-15

> 200

< 0.02

< 0.50

< 0.2

< 2

Precipitation of resins or
asphalt-like ageing products
must not be identifiable.

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MAN Diesel & Turbo

Medium alkalinity lubricating
oil
Additives

Washing ability

Dispersion capability

Neutralisation capability

Evaporation tendency

Additional requirements

Neutralisation properties
(BN)

The prepared oil (base oil with additives) must have the following properties:

The additives must be dissolved in the oil and their composition must ensure
that after combustion as little ash as possible is left over, even if the engine is
provisionally operated with distillate oil.

Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.

The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.

The lubricating oil must not absorb the deposits produced by the fuel.

For tips on selecting the base number, refer to the table entitled Base num-
ber to be used for various operating conditions, Page 230.

The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.

The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.

Lube oil selection

Engine

16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 35/44DF, 40/54,
45/60, 48/60, 58/64, 51/60DF

Table 128: Viscosity (SAE class) of lubricating oils

SAE class

Lubricating oils with medium alkalinity and a range of neutralization capabili-
ties (BN) are available on the market. At the present level of knowledge, an
interrelation between the expected operating conditions and the BN number
can be established. However, the operating results are still the overriding fac-
tor in determining which BN number provides the most efficient engine oper-
ation.

Table Base number to be used for various operating conditions, Page 230
indicates the relationship between the anticipated operating conditions and
the BN number.

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Approx. BN
of fresh oil
(mg KOH/g oil)

Engines/Operating conditions

Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
content of less than 0.5 %

generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation only with a sulphur content < 1.5 %.

Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-
sponding requirements for the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation providing the sulphur content is over 1.5 %.

32/40, 32/44CR, 32/44K, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil
consumption).

Table 129: Base number to be used for various operating conditions

Operation with low-sulphur
fuel

Cylinder lubricating oil

Oil for mech.hydr. speed
governor

Lubricating oil additives

Selection of lubricating oils/
warranty

To comply with the emissions regulations, the sulphur content of fuels used
nowadays varies. Fuels with low-sulphur content must be used in environ-
mentally-sensitive areas (e.g. SECA). Fuels with higher sulphur content may
be used outside SECA zones. In this case, the BN number of the lube oil
selected must satisfy the requirements for operation using fuel with high-sul-
phur content. A lube oil with low BN number may only be selected if fuel with
a low sulphur content is used exclusively during operation.
However, the practical results demonstrate that the most efficient engine
operation is the factor ultimately determining the permitted additive content.

Use a lubricating oil for the cylinder and lubricating circuit as specified above.

The military specification applied for these oils is NATO O-236.

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Oil during operation

facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.

An oil sample must be analysed every 1-3 months (see maintenance sched-
ule). The quality of the oil can only be maintained if it is cleaned using suitable
equipment (e.g. a separator or filter).

Temporary operation with
gas oil

Due to current and future emission regulations, heavy fuel oil cannot be used
in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.

If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.

Limit value

Procedure

Viscosity at 40 ℃

110 - 220 mm²/s

ISO 3104 or ASTM D 445

Base number (BN)

at least 50 % of fresh oil

Flash point (PM)

Water content

At least 185 ℃

ISO 3771

ISO 2719

max. 0.2 % (max. 0.5 % for brief peri-
ods)

ISO 3733 or ASTM D 1744

n-heptane insoluble

max. 1.5 %

DIN 51592 or IP 316

Metal content

Guide value only

Fe
Cr
Cu
Pb
Sn
Al

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max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm

Table 130: Limit values for used lubricating oil

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MAN Diesel & Turbo

Tests

Regular analysis of lube oil samples is very important for safe engine opera-
tion. We can analyse fuel for customers at MAN Diesel & Turbo laboratory
PrimeServLab.

Base Number (mgKOH/g)

— —

Alfamar 430

Alfamar 440

Alfamar 450

Cladium 300

Cladium 400

— —

Energol IC-HFX 204

Energol IC-HFX 304

Energol IC-HFX 404

Energol IC-HFX 504

Manufacturer

AEGEAN

AGIP

CASTROL

TLX Plus 204

TLX Plus 304

TLX Plus 404

TLX Plus 504

CEPSA

— —

Troncoil 3040 Plus

Troncoil 4040 Plus

Troncoil 5040 Plus

CHEVRON
(Texaco, Caltex)

Taro 20DP40
Taro 20DP40X

Taro 30DP40
Taro 30DP40X

Taro 40XL40
Taro 40XL40X

EXXON MOBIL

— —
— —

Mobilgard M430
Exxmar 30 TP 40

Mobilgard M440
Exxmar 40 TP 40

LUKOIL

Navigo TPEO 20/40

Navigo TPEO 30/40

Navigo TPEO 40/40

Taro 50XL40
Taro 50XL40X

Mobilgard M50

Navigo TPEO 50/40
Navigo TPEO 55/40

PETROBRAS

Marbrax CCD-420

Marbrax CCD-430

Marbrax CCD-440

— —

PT Pertamina
(PERSERO)

Medripal 420

Medripal 430

Medripal 440

Medripal 450

REPSOL

Neptuno NT 2040

Neptuno NT 3040

Neptuno NT 4040

— —

SHELL

Argina S 40

Argina T 40

Argina X 40

Argina XL 40
Argina XX 40

TOTAL LUBMAR-
INE

Aurelia TI 4020

Aurelia TI 4030

Aurelia TI 4040

Aurelia TI 4055

Table 131: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.

Note!
MAN Diesel & Turbo SE does not assume liability for problems that occur
when using these oils.

4.4

Specification of gas oil/diesel oil (MGO)

Other designations

Gas oil, marine gas oil (MGO), diesel oil

Diesel oil

Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.

Military specification

Diesel oils that satisfy specification NATO F-75 or F-76 may be used.

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Specification

The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).

The DIN EN 590 and ISO 8217-2012 (Class DMA or Class DMZ) standards
have been extensively used as the basis when defining these properties. The
properties correspond to the test procedures stated.

Properties

Unit

Test procedure

Typical value

Density at 15 °C

Kinematic viscosity 40 °C

Filterability*

in summer and
in winter

Flash point in closed cup

Sediment content (extraction method)

Water content

Sulphur content

Ash

Coke residue (MCR)

Hydrogen sulphide

Acid number

Oxidation stability

Lubricity
(wear scar diameter)

kg/m3

ISO 3675

mm2/s (cSt)

ISO 3104

°C
°C

°C

weight %

Vol. %

weight %

DIN EN 116
DIN EN 116

ISO 2719

ISO 3735

ISO 3733

ISO 8754

ISO 6245

ISO CD 10370

mg/kg

IP 570

mg KOH/g

ASTM D664

g/m3

μm

ISO 12205

ISO 12156-1

≥ 820.0
≤ 890.0

≥ 2
≤ 6.0

≤ 0
≤ -12

≥ 60

≤ 0.01

≤ 0.05

≤ 1.5

≤ 0.01

≤ 0.10

< 2

< 0.5

< 25

< 520

Biodiesel content (FAME)

% (v/v)

EN 14078

not permissible

Cetane index

Other specifications:

British Standard BS MA 100-1987

ASTM D 975

ISO 4264

≥ 40

1D/2D

Table 132: Diesel fuel (MGO) – properties that must be complied with.

* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
the cloud point in accordance with ISO 3015

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Use of diesel oil

Additional information

If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behav-
iour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.

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Viscosity

Lubricity

MAN Diesel & Turbo

To ensure sufficient lubrication, a minimum viscosity must be ensured at the
fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 °C.

Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.

You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.

Note:
If operating fluids are improperly handled, this can pose a danger to health,
safety and the environment. The relevant safety information by the supplier of
operating fluids must be observed.

Analyses

Analysis of fuel oil samples is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.

4.5

Specification of diesel oil (MDO)

Other designations
Origin

Marine diesel oil

Marine diesel oil, marine diesel fuel.

Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-
DMB) exclusively for marine applications. MDO is manufactured from crude
oil and must be free of organic acids and non-mineral oil products.

Specification

The suitability of a fuel depends on the engine design and the available
cleaning options as well as compliance with the properties in the following
table that refer to the as-delivered condition of the fuel.

The properties are essentially defined using the ISO 8217-2012 standard as
the basis. The properties have been specified using the stated test proce-
dures.

Properties

Unit

Testing method

Designation

ISO-F specification

Density at 15 °C

Kinematic viscosity at 40 °C

kg/m3

mm2/s ≙ cSt

ISO 3675

ISO 3104

Pour point (winter quality)

°C

ISO 3016

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DMB

< 900

> 2.0
< 11 *

< 0

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Properties

Pour point (summer quality)

Flash point (Pensky Martens)

Unit

°C

Testing method

Designation

ISO 2719

Total sediment content

weight %

ISO CD 10307

Water content

Sulphur content

Ash content

Coke residue (MCR)

Cetane index

Hydrogen sulphide

Acid number

Oxidation resistance

Lubricity
(wear scar diameter)

Other specifications:

vol. %

weight %

mg/kg

ISO 3733

ISO 8754

ISO 6245

ISO CD 10370

ISO 4264

IP 570

mg KOH/g

ASTM D664

g/m3

μm

ISO 12205

ISO 12156-1

British Standard BS MA 100-1987

ASTM D 975

ASTM D 396

Table 133: Marine diesel oil (MDO) – characteristic values to be adhered to

< 6

> 60

0.10

< 0.3

< 2.0

< 0.01

< 0.30

> 35

< 2

< 0.5

< 25

< 520

Class M2

No. 2

* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed
6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.

Additional information

During transshipment and transfer, MDO is handled in the same manner as
residual oil. This means that it is possible for the oil to be mixed with high-
viscosity fuel or heavy fuel oil – with the remnants of these types of fuels in
the bunker ship, for example – that could significantly impair the properties of
the oil.

You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.

The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).
Fuel is considered as contaminated with lubricating oil when the following
concentrations occur:

Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.

Lubricity

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MAN Diesel & Turbo

The pour point specifies the temperature at which the oil no longer flows. The
lowest temperature of the fuel in the system should be roughly 10 °C above
the pour point to ensure that the required pumping characteristics are main-
tained.

A minimum viscosity must be observed to ensure sufficient lubrication in the
fuel injection pumps. The temperature of the fuel must therefore not exceed
45 °C.

Seawater causes the fuel system to corrode and also leads to hot corrosion
of the exhaust valves and turbocharger. Seawater also causes insufficient
atomisation and therefore poor mixture formation accompanied by a high
proportion of combustion residues.

Solid foreign matters increase mechanical wear and formation of ash in the
cylinder space.

We recommend the installation of a separator upstream of the fuel filter. Sep-
aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalyst
particles) and water can be removed, and the cleaning intervals of the filter
elements can be extended considerably.

Note:
If operating fluids are improperly handled, this can pose a danger to health,
safety and the environment. The relevant safety information by the supplier of
operating fluids must be observed.

Analyses

Analysis of fuel oil samples is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.

4.6

Specification of heavy fuel oil (HFO)

Prerequisites

MAN Diesel & Turbo four-stroke diesel engines can be operated with any
heavy fuel oil obtained from crude oil that also satisfies the requirements in
Table The fuel specification and corresponding characteristics for heavy fuel
oil, Page 238 providing the engine and fuel processing system have been
designed accordingly. To ensure that the relationship between the fuel, spare
parts and repair / maintenance costs remains favourable at all times, the fol-
lowing points should be observed.

Heavy fuel oil (HFO)

The quality of the heavy fuel oil largely depends on the quality of crude oil
and on the refining process used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery
processes, such as Catcracker or Visbreaker. These processes can
adversely affect the stability of the fuel as well as its ignition and combustion
properties. The processing of the heavy fuel oil and the operating result of
the engine also depend heavily on these factors.

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Specifications

Important

Blends

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Leak oil collector

Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
that these also comply with the international specifications. The engine oper-
ator is responsible for ensuring that suitable heavy fuel oils are chosen.

Fuels intended for use in an engine must satisfy the specifications to ensure
sufficient quality. The limit values for heavy fuel oils are specified in Table The
fuel specification and corresponding characteristics for heavy fuel oil, Page
238. The entries in the last column of this Table provide important back-
ground information and must therefore be observed

Different international specifications exist for heavy fuel oils. The most impor-
tant specifications are ISO 8217-2012 and CIMAC-2003. These two specifi-
cations are more or less equivalent. Figure ISO 8217-2012 Specification for
heavy fuel oil indicates the ISO 8217 specifications. All qualities in these
specifications up to K700 can be used, provided the fuel system has been
designed for these fuels. To use any fuels, which do not comply with these
specifications (e.g. crude oil), consultation with Technical Service of MAN
Diesel & Turbo in Augsburg is required. Heavy fuel oils with a maximum den-
sity of 1,010 kg/m3 may only be used if up-to-date separators are installed.

Even though the fuel properties specified in the table entitled The fuel specifi-
cation and corresponding properties for heavy fuel oil, Page 238 satisfy the
above requirements, they probably do not adequately define the ignition and
combustion properties and the stability of the fuel. This means that the oper-
ating behaviour of the engine can depend on properties that are not defined
in the specification. This particularly applies to the oil property that causes
formation of deposits in the combustion chamber, injection system, gas
ducts and exhaust gas system. A number of fuels have a tendency towards
incompatibility with lubricating oil which leads to deposits being formed in the
fuel delivery pump that can block the pumps. It may therefore be necessary
to exclude specific fuels that could cause problems.

The addition of engine oils (old lubricating oil, ULO –used lubricating oil) and
additives that are not manufactured from mineral oils, (coal-tar oil, for exam-
ple), and residual products of chemical or other processes such as solvents
(polymers or chemical waste) is not permitted. Some of the reasons for this
are as follows: abrasive and corrosive effects, unfavourable combustion
characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not include this limitation.

If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,
this poses a particular danger as the additives in the lubricating oil act as
emulsifiers that cause dirt, water and catfines to be transported as fine sus-
pension. They therefore prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience of other manufacturers),
this can severely damage the engine and turbocharger components.

The addition of chemical waste products (solvents, for example) to the fuel is
prohibited for environmental protection reasons according to the resolution
of the IMO Marine Environment Protection Committee passed on 1st January
1992.

Leak oil collectors that act as receptacles for leak oil, and also return and
overflow pipes in the lube oil system, must not be connected to the fuel tank.
Leak oil lines should be emptied into sludge tanks.

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Page 240

Viscosity (at 50 ℃)

mm2/s (cSt)

g/ml

°C

max.

min.

max.

Weight %

max.

Viscosity (at 100 ℃)

Density (at 15 °C)

Flash point

Pour point (summer)

Pour point (winter)

Coke residue (Conrad-
son)

Sulphur content

MAN Diesel & Turbo

700

1.010

Viscosity/injection viscosity

Heavy fuel oil processing

Flash point
(ASTM D 93)

Low-temperature behaviour
(ASTM D 97)

Combustion properties

5 or
legal requirements

Sulphuric acid corrosion

Ash content

Vanadium content

Water content

mg/kg

Vol. %

Sediment (potential)

Weight %

Aluminium and silicium
content (total)

mg/kg

max.

Acid number

mg KOH/g

Hydrogen sulphide

Used lubricating oil
(ULO)

mg/kg

0.15

450

0.5

0.1

2.5

Asphaltene content

Weight %

Sodium content

mg/kg

2/3 of coke residue
(according to Conradson)

Sodium < 1/3 Vanadium,
Sodium < 100

Heavy fuel oil processing

The fuel must be free of lubri-
cating oil (ULO = used lubricat-
ing oil, old oil). Fuel is consid-
ered as contaminated with
lubricating oil when the follow-
ing concentrations occur:

Ca > 30 ppm and Zn > 15
ppm or Ca > 30 ppm and P >
15 ppm.

Combustion properties

Heavy fuel oil processing

The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be
free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.

Table 134: The fuel specification and corresponding characteristics for heavy fuel oil

Please see section ISO 8217-2012 Specification of HFO, Page 247

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Selection of heavy fuel oil

Viscosity/injection viscosity

Heavy fuel oil processing

Settling tank

Separators

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Additional information

The purpose of the following information is to show the relationship between
the quality of heavy fuel oil, heavy fuel oil processing, the engine operation
and operating results more clearly.

Economical operation with heavy fuel oil within the limit values specified in
the table entitled The fuel specification and corresponding properties for
heavy fuel oil, Page 238 is possible under normal operating conditions, provi-
ded the system is working properly and regular maintenance is carried out. If
these requirements are not satisfied, shorter maintenance intervals, higher
wear and a greater need for spare parts is to be expected. The required
maintenance intervals and operating results determine which quality of heavy
fuel oil should be used.

It is an established fact that the price advantage decreases as viscosity
increases. It is therefore not always economical to use the fuel with the high-
est viscosity as in many cases the quality of this fuel will not be the best.

Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-
mum permissible viscosity depends on the preheating system installed and
the capacity (flow rate) of the separator.

The prescribed injection viscosity of 12 – 14 mm2/s (for GenSets, L16/24,
L21/31, L23/30H, L27/38, L28/32H: 12 - 18 cSt) and corresponding fuel
temperature upstream of the engine must be observed. This is the only way
to ensure efficient atomisation and mixture formation and therefore low-resi-
due combustion. This also prevents mechanical overloading of the injection
system. For the prescribed injection viscosity and/or the required fuel oil tem-
perature upstream of the engine, refer to the viscosity temperature diagram.

Whether or not problems occur with the engine in operation depends on how
carefully the heavy fuel oil has been processed. Particular care should be
taken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-
cles, rust, sand) are effectively removed. It has been shown in practice that
wear as a result of abrasion in the engine increases considerably if the alumi-
num and silicium content is higher than 15 mg/kg.

Viscosity and density influence the cleaning effect. This must be taken into
account when designing and making adjustments to the cleaning system.

Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in
the tank and the lower the viscosity of heavy fuel oil is, the more effective the
precleaning process will be (maximum preheating temperature of 75 °C to
prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient
for heavy fuel oils with a viscosity of less than 380 mm2/s at 50 °C. If the
heavy fuel oil has a high concentration of foreign matter, or if fuels in accord-
ance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks
will be required one of which must be sized for 24-hour operation. Before the
content is moved to the service tank, water and sludge must be drained from
the settling tank.

A separator is particularly suitable for separating material with a higher spe-
cific density – such as water, foreign matter and sludge. The separators must
be self-cleaning (i.e. the cleaning intervals must be triggered automatically).

Only new generation separators should be used. They are extremely effective
throughout a wide density range with no changeover required, and can sep-
arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.

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Page 242

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Table Achievable proportion of foreign matter and water (following separa-
tion), Page 240 shows the prerequisites that must be met by the separator.
These limit values are used by manufacturers as the basis for dimensioning
the separator and ensure compliance.

The manufacturer's specifications must be complied with to maximize the
cleaning effect.

Application in ships and stationary use: parallel installation

One separator for 100% flow rate One separator (reserve) for 100%

flow rate

Figure 97: Arrangement of heavy fuel oil cleaning equipment and/or separator

The separators must be arranged according to the manufacturers' current
recommendations (Alfa Laval and Westphalia). The density and viscosity of
the heavy fuel oil in particular must be taken into account. If separators by
other manufacturers are used, MAN Diesel & Turbo should be consulted.

If the treatment is in accordance with the MAN Diesel & Turbo specifications
and the correct separators are chosen, it may be assumed that the results
stated in the table entitled Achievable Contents of Foreign Matter and Water,
Page 240 for inorganic foreign matter and water in heavy fuel oil will be ach-
ieved at the engine inlet.

Results obtained during operation in practice show that the wear occurs as a
result of abrasion in the injection system and the engine will remain within
acceptable limits if these values are complied with. In addition, an optimum
lube oil treatment process must be ensured.

Definition

Inorganic foreign matter
including catalyst particles

Al+Si content

Water content

Particle size

< 5 µm

Quantity

< 20 mg/kg

< 15 mg/kg

< 0.2 vol.%

Water

Table 135: Achievable contents of foreign matter and water (after separation)

It is particularly important to ensure that the water separation process is as
thorough as possible as the water takes the form of large droplets, and not a
finely distributed emulsion. In this form, water also promotes corrosion and
sludge formation in the fuel system and therefore impairs the supply, atomi-

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Vanadium/Sodium

Ash

Homogeniser

Flash point (ASTM D 93)

Low-temperature behaviour
(ASTM D 97)

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Pump characteristics

Combustion properties

sation and combustion of the heavy fuel oil. If the water absorbed in the fuel
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.

Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
at regular intervals. The tank's ventilation system must be designed in such a
way that condensate cannot flow back into the tank.

If the vanadium/sodium ratio is unfavourable, the melting point of the heavy
fuel oil ash may fall in the operating area of the exhaust-gas valve which can
lead to high-temperature corrosion. Most of the water and water-soluble
sodium compounds it contains can be removed by pretreating the heavy fuel
oil in the settling tank and in the separators.

The risk of high-temperature corrosion is low if the sodium content is one
third of the vanadium content or less. It must also be ensured that sodium
does not enter the engine in the form of seawater in the intake air.

If the sodium content is higher than 100 mg/kg, this is likely to result in a
higher quantity of salt deposits in the combustion chamber and exhaust-gas
system. This will impair the function of the engine (including the suction func-
tion of the turbocharger).

Under certain conditions, high-temperature corrosion can be prevented by
using a fuel additive that increases the melting point of heavy fuel oil ash (also
see Additives for heavy fuel oils, Page 244).

Fuel ash consists for the greater part of vanadium oxide and nickel sulphate
(see above section for more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g. sand, corrosion com-
pounds and catalyst particles, accelerate the mechanical wear in the engine.
Catalyst particles produced as a result of the catalytic cracking process may
be present in the heavy fuel oils. In most cases, these catalyst particles are
aluminium silicates causing a high degree of wear in the injection system and
the engine. The aluminium content determined, multiplied by a factor of
between 5 and 8 (depending on the catalytic bond), is roughly the same as
the proportion of catalyst remnants in the heavy fuel oil.

If a homogeniser is used, it must never be installed between the settling tank
and separator as otherwise it will not be possible to ensure satisfactory sepa-
ration of harmful contaminants, particularly seawater.

National and international transportation and storage regulations governing
the use of fuels must be complied with in relation to the flash point. In gen-
eral, a flash point of above 60 °C is prescribed for diesel engine fuels.

The pour point is the temperature at which the fuel is no longer flowable
(pumpable). As the pour point of many low-viscosity heavy fuel oils is higher
than 0 °C, the bunker facility must be preheated, unless fuel in accordance
with RMA or RMB is used. The entire bunker facility must be designed in
such a way that the heavy fuel oil can be preheated to around 10 °C above
the pour point.

If the viscosity of the fuel is higher than 1000 mm2/s (cSt), or the temperature
is not at least 10 °C above the pour point, pump problems will occur. For
more information, also refer to Low-temperature behaviour (ASTM D 97),
Page 241.

If the proportion of asphalt is more than two thirds of the coke residue (Con-
radson), combustion may be delayed which in turn may increase the forma-
tion of combustion residues, leading to such as deposits on and in the injec-

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Page 244

Ignition quality

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MAN Diesel & Turbo

tion nozzles, large amounts of smoke, low output, increased fuel consump-
tion and a rapid rise in ignition pressure as well as combustion close to the
cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt
to coke residues reaches the limit 0.66, and if the asphalt content exceeds
8%, the risk of deposits forming in the combustion chamber and injection
system is higher. These problems can also occur when using unstable heavy
fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an
increased deposition of asphalt (see Compatibility, Page 244).

Nowadays, to achieve the prescribed reference viscosity, cracking-process
products are used as the low viscosity ingredients of heavy fuel oils although
the ignition characteristics of these oils may also be poor. The cetane num-
ber of these compounds should be > 35. If the proportion of aromatic hydro-
carbons is high (more than 35 %), this also adversely affects the ignition
quality.

The ignition delay in heavy fuel oils with poor ignition characteristics is longer;
the combustion is also delayed which can lead to thermal overloading of the
oil film at the cylinder liner and also high cylinder pressures. The ignition delay
and accompanying increase in pressure in the cylinder are also influenced by
the end temperature and compression pressure, i.e. by the compression
ratio, the charge-air pressure and charge-air temperature.

The disadvantages of using fuels with poor ignition characteristics can be
limited by preheating the charge air in partial load operation and reducing the
output for a limited period. However, a more effective solution is a high com-
pression ratio and operational adjustment of the injection system to the igni-
tion characteristics of the fuel used, as is the case with MAN Diesel & Turbo
piston engines.

The ignition quality is one of the most important properties of the fuel. This
value does not appear in the international specifications because a standar-
dised testing method has only recently become available and not enough
experience has been gathered at this point in order to determine limit values.
The parameters, such as the calculated carbon aromaticity index (CCAI), are
therefore aids that are derived from quantifiable fuel properties. We have
established that this method is suitable for determining the approximate igni-
tion quality of the heavy fuel oil used.

A testing instrument has been developed based on the constant volume
combustion method (fuel combustion analyser FCA) and is currently being
tested by a series of testing laboratories.
The instrument measures the ignition delay to determine the ignition quality
of fuel and this measurement is converted into an instrument-specific cetane
number (FIA-CN or EC). It has been established that in some cases, heavy
fuel oils with a low FIA cetane number or ECN number can cause operating
problems.

As the liquid components of the heavy fuel oil decisively influence the ignition
quality, flow properties and combustion quality, the bunker operator is
responsible for ensuring that the quality of heavy fuel oil delivered is suitable
for the diesel engine. Also see illustration entitled Nomogram for determining
the CCAI – assigning the CCAI ranges to engine types, Page 243.

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V Viscosity in mm2/s (cSt) at

A Normal operating conditions

50° C

D Density [in kg/m3] at 15° C

CCAI Calculated Carbon Aromatic-

ity Index

1 Engine type

B The ignition characteristics
can be poor and require
adapting the engine or the
operating conditions.

C Problems identified may lead
to engine damage, even after
a short period of operation.
2 The CCAI is obtained from
the straight line through the
density and viscosity of the
heavy fuel oils.

Figure 98: Nomogram for determining the CCAI – assigning the CCAI ranges to
engine types

The CCAI can be calculated using the following formula:

CCAI = D - 141 log log (V+0.85) – 81

The engine should be operated at the coolant temperatures prescribed in the
operating handbook for the relevant load. If the temperature of the compo-
nents that are exposed to acidic combustion products is below the acid dew
point, acid corrosion can no longer be effectively prevented, even if alkaline
lube oil is used.

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Sulphuric acid corrosion

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Compatibility

Blending the heavy fuel oil

Additives for heavy fuel oils

Heavy fuel oils with low
sulphur content

MAN Diesel & Turbo

The BN values specified in section Specification of lubricating oil (SAE 40) for
heavy fuel operation (HFO), Page 228 are sufficient, providing the quality of
lubricating oil and the engine's cooling system satisfy the requirements.

The supplier must guarantee that the heavy fuel oil is homogeneous and
remains stable, even after the standard storage period. If different bunker oils
are mixed, this can lead to separation and the associated sludge formation in
the fuel system during which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and a large amount of resi-
due as a result of combustion.

This is due to incompatibility or instability of the oils. Therefore heavy fuel oil
as much as possible should be removed in the storage tank before bunker-
ing again to prevent incompatibility.

If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain
the required quality or viscosity of heavy fuel oil, it is extremely important that
the components are compatible (see Compatibility, Page 244).

MAN Diesel & Turbo SE engines can be operated economically without addi-
tives. It is up to the customer to decide whether or not the use of additives is
beneficial. The supplier of the additive must guarantee that the engine opera-
tion will not be impaired by using the product.

The use of heavy fuel oil additives during the warranty period must be avoi-
ded as a basic principle.

Additives that are currently used for diesel engines, as well as their probable
effects on the engine's operation, are summarised in the table below Addi-
tives for heavy fuel oils – classification/effects, Page 244.

Precombustion additives

Combustion additives

Post-combustion additives

▪

Dispersing agents/stabil-
isers

Emulsion breakers

Biocides

▪ Combustion catalysts

(fuel savings, emissions)

▪

Ash modifiers (hot corro-
sion)

Soot removers (exhaust-
gas system)

Table 136: Additives for heavy fuel oils – Classification/effects

From the point of view of an engine manufacturer, a lower limit for the sul-
phur content of heavy fuel oils does not exist. We have not identified any
problems with the low-sulphur heavy fuel oils currently available on the mar-
ket that can be traced back to their sulphur content. This situation may
change in future if new methods are used for the production of low-sulphur
heavy fuel oil (desulphurisation, new blending components). MAN Diesel &
Turbo will monitor developments and inform its customers if required.

If the engine is not always operated with low-sulphur heavy fuel oil, corre-
sponding lubricating oil for the fuel with the highest sulphur content must be
selected.

Note:
If operating fluids are improperly handled, this can pose a danger to health,
safety and the environment. The relevant safety information by the supplier of
operating fluids must be observed.

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Sampling

Tests

To check whether the specification provided and/or the necessary delivery
conditions are complied with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the engine's warranty period).
To ensure that the samples taken are representative of the bunker oil, a sam-
ple should be taken from the transfer line when starting up, halfway through
the operating period and at the end of the bunker period. "Sample Tec" by
Mar-Tec in Hamburg is a suitable testing instrument which can be used to
take samples on a regular basis during bunkering.

Analysis of samples

To ensure sufficient cleaning of the fuel via the separator, perform regular
functional check by sampling up- and downstream of the separator.

Analysis of HFO samples is very important for safe engine operation. We can
analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServLab.

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2016-02-18 - 1.0

4.6.1

ISO 8217-2012 Specification of HFO

Characteristic

Unit

Limit

Category ISO-F-

Test method

RMA

RMB

RMD

RME

RMG

10a

180

380

500

700

380

RMK

500

700

mm2/s Max.

10.00

30.00

80.00

180.0

380.0

500.0

700.0

380.0

500.0

700.0

ISO 3104

Kinematic
viscosity
at 50 °Cb

Density at 15 °C kg/m3

Max.

920.0

960.0

975.0

991.0

1010.0

CCAI

Sulfurc

Max.

850

860

870

% (m/m) Max.

Statutory requirements

Flash point

°C

Min.

60.0

Hydrogen sulfide mg/kg Max.

2.00

Acid numberd

mg
KOH/g

Max.

2.5

Total sediment
aged

% (m/m) Max.

0.10

60.0

2.00

2.5

0.10

870

60.0

2.00

2.5

0.10

See 7.1
ISO 3675 or
ISO 12185

See 6.3 a)

See 7.2
ISO 8754
ISO 14596

See 7.3
ISO 2719

See 7.11
IP 570

ASTM D664

See 7.5
ISO 10307-2

Carbon residue:

% (m/m) Max.

2.50

10.00

14.00

15.00

18.00

20.00

ISO 10370

micro method

4 Specification for engine supplies

4.6.1 ISO 8217-2012 Specification of HFO

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4 Specification for engine supplies

4.6.1 ISO 8217-2012 Specification of HFO

Characteristic

Unit

Limit

Category ISO-F-

Test method

RMA

RMB

RMD

RME

RMG

10a

180

380

500

700

380

Pour point
(upper)e
Winter quality
Summer quality

°C

Max.

Water

Ash

% (V/V) Max.

0.30

0.50

% (m/m) Max.

0.040

0.070

Vanadium

mg/kg Max.

150

Sodium

mg/kg Max.

Aluminium plus
silicon

mg/kg Max.

100

0.50

0.100

350

100

700

RMK

500

0.50

0.150

450

100

ISO 3016

ISO 3733

ISO 6245

see 7.7
IP 501, IP 470
or ISO 14597

see 7.8
IP 501, IP 470

see 7.9
IP 501, IP 470
or ISO 10478

Used lubricating
oils (ULO):
calcium and zinc
or
calcium and
phosphorus

--.

The fuel shall be free from ULO. A fuel shall be considered to contain ULO when either one of the following condi-
tions is met:

(see 7.10) IP
501 or

mg/kg

calcium > 30 and zinc > 15

mg/kg

or
calcium > 30 and phosphorus > 15

IP 470

IP 500

This category is based on a previously defined distillate DMC category that was described in ISO 8217:2005, Table 1. ISO 8217:2005 has been withdrawn.

1mm2/s = 1 cSt

The purchaser shall define the maximum sulfur content in accordance with relevant statutory limitations. See 0.3 and Annex C.

See Annex H.

Purchasers shall ensure that this pour point is suitable for the equipment on board, especially if the ship operates in cold climates.

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MAN Diesel & Turbo

4.7

Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram

Figure 99: Viscosity-temperature diagram (VT diagram)

In the diagram, the fuel temperatures are shown on the horizontal axis and
the viscosity is shown on the vertical axis.

The diagonal lines correspond to viscosity-temperature curves of fuels with
different reference viscosities. The vertical viscosity axis in mm2/s (cSt)
applies for 40, 50 or 100 °C.

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Determining the viscosity-temperature curve and the required preheating

temperature

Example: Heavy fuel oil with
180 mm2/s at 50 °C

Prescribed injection viscosity
in mm²/s

Required temperature of heavy fuel oil
at engine inlet* in °C

≥ 12

≤ 14

126 (line c)

119 (line d)

Table 137: Determining the viscosity-temperature curve and the required
preheating temperature

* With these figures, the temperature drop between the last preheating
device and the fuel injection pump is not taken into account.

A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosity
of 1,000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity
of fuel that the pump can deliver.

A heavy fuel oil discharge temperature of 152 °C is reached when using a
recent state-of-the-art preheating device with 8 bar saturated steam. At
higher temperatures there is a risk of residues forming in the preheating sys-
tem – this leads to a reduction in heating output and thermal overloading of
the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.

The heavy fuel oil lines between the outlet of the last preheating system and
the injection valve must be suitably insulated to limit the maximum drop in
temperature to 4 °C. This is the only way to achieve the necessary injection
viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700
mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-
cations such as ISO CIMAC or British Standard). If heavy fuel oil with a low
reference viscosity is used, the injection viscosity should ideally be 12 mm2/s
in order to achieve more effective atomisation to reduce the combustion resi-
due.

The delivery pump must be designed for heavy fuel oil with a viscosity of up
to 1,000 mm2/s. The pour point also determines whether the pump is capa-
ble of transporting the heavy fuel oil. The bunker facility must be designed so
as to allow the heavy fuel oil to be heated to roughly 10 °C above the pour
point.

Note:

The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the engine
must be at least 1.9 mm2/s. If the viscosity is too low, this may cause seizing
of the pump plunger or nozzle needle valves as a result of insufficient lubrica-
tion.

This can be avoided by monitoring the temperature of the fuel. Although the
maximum permissible temperature depends on the viscosity of the fuel, it
must never exceed the following values:

▪

45 °C at the most with MGO (DMA) and MDO (DMB)

A fuel cooler must therefore be installed.

If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service of
MAN Diesel & Turbo SE in Augsburg.

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4.8

Specification of engine cooling water

Preliminary remarks

An engine coolant is composed as follows: water for heat removal and cool-
ant additive for corrosion protection.

As is also the case with the fuel and lubricating oil, the engine coolant must
be carefully selected, handled and checked. If this is not the case, corrosion,
erosion and cavitation may occur at the walls of the cooling system in con-
tact with water and deposits may form. Deposits obstruct the transfer of heat
and can cause thermal overloading of the cooled parts. The system must be
treated with an anticorrosive agent before bringing it into operation for the
first time. The concentrations prescribed by the engine manufacturer must
always be observed during subsequent operation. The above especially
applies if a chemical additive is added.

Requirements

Limit values

The properties of untreated coolant must correspond to the following limit
values:

Properties/Characteris-
tic

Properties

Unit

Water type

Distillate or fresh water, free of foreign matter.

Total hardness

pH value

Chloride ion content

max. 10

6.5 – 8

max. 50

Table 138: Coolant - properties to be observed

°dH*

mg/l**

*) 1°dH (German hard-
ness)

**) 1 mg/l ≙ 1 ppm

≙ 10 mg CaO in 1 litre of water

≙ 17.9 mg CaCO3/l

≙ 0.357 mval/l

≙ 0.179 mmol/l

The MAN Diesel & Turbo water testing equipment incorporates devices that
determine the water properties directly related to the above. The manufactur-
ers of anticorrosive agents also supply user-friendly testing equipment.

For information on monitoring cooling water, see section Cooling water
inspecting, Page 258.

Additional information

If distilled water (from a fresh water generator, for example) or fully desalina-
ted water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine coolant. These waters are free of lime and
salts, which means that deposits that could interfere with the transfer of heat
to the coolant, and therefore also reduce the cooling effect, cannot form.
However, these waters are more corrosive than normal hard water as the
thin film of lime scale that would otherwise provide temporary corrosion pro-

Testing equipment

Distillate

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Hardness

Corrosion

Flow cavitation

Erosion

Stress corrosion cracking

Formation of a protective
film

MAN Diesel & Turbo

tection does not form on the walls. This is why distilled water must be han-
dled particularly carefully and the concentration of the additive must be regu-
larly checked.

The total hardness of the water is the combined effect of the temporary and
permanent hardness. The proportion of calcium and magnesium salts is of
overriding importance. The temporary hardness is determined by the carbo-
nate content of the calcium and magnesium salts. The permanent hardness
is determined by the amount of remaining calcium and magnesium salts (sul-
phates). The temporary (carbonate) hardness is the critical factor that deter-
mines the extent of limescale deposit in the cooling system.

Water with a total hardness of > 10°dGH must be mixed with distilled water
or softened. Subsequent hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are used.

Damage to the cooling water system

Corrosion is an electrochemical process that can widely be avoided by
selecting the correct water quality and by carefully handling the water in the
engine cooling system.

Flow cavitation can occur in areas in which high flow velocities and high tur-
bulence is present. If the steam pressure is reached, steam bubbles form
and subsequently collapse in high pressure zones which causes the destruc-
tion of materials in constricted areas.

Erosion is a mechanical process accompanied by material abrasion and the
destruction of protective films by solids that have been drawn in, particularly
in areas with high flow velocities or strong turbulence.

Stress corrosion cracking is a failure mechanism that occurs as a result of
simultaneous dynamic and corrosive stress. This may lead to cracking and
rapid crack propagation in water-cooled, mechanically-loaded components if
the coolant has not been treated correctly.

Processing of engine cooling water

The purpose of treating the engine coolant using anticorrosive agents is to
produce a continuous protective film on the walls of cooling surfaces and
therefore prevent the damage referred to above. In order for an anticorrosive
agent to be 100 % effective, it is extremely important that untreated water
satisfies the requirements in the Section Requirements, Page 251.

Protective films can be formed by treating the coolant with anticorrosive
chemicals or emulsifiable slushing oil.

Emulsifiable slushing oils are used less and less frequently as their use has
been considerably restricted by environmental protection regulations, and
because they are rarely available from suppliers for this and other reasons.

Treatment prior to initial
commissioning of engine

Treatment with an anticorrosive agent should be carried out before the
engine is brought into operation for the first time to prevent irreparable initial
damage.

Note:

The engine must not be brought into operation without treating the cooling
water first.

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Required approval

In closed circuits only

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Additives for cooling water

Only the additives approved by MAN Diesel & Turbo and listed in the tables
under the section entitled Approved Coolant Additives may be used.

A coolant additive may only be permitted for use if tested and approved as
per the latest directives of the ICE Research Association (FVV) "Suitability test
of internal combustion engine cooling fluid additives.” The test report must
be obtainable on request. The relevant tests can be carried out on request in
Germany at the staatliche Materialprüfanstalt (Federal Institute for Materials
Research and Testing), Abteilung Oberflächentechnik (Surface Technology
Division), Grafenstraße 2 in D-64283 Darmstadt.

Once the coolant additive has been tested by the FVV, the engine must be
tested in the second step before the final approval is granted.

Additives may only be used in closed circuits where no significant consump-
tion occurs, apart from leaks or evaporation losses. Observe the applicable
environmental protection regulations when disposing of coolant containing
additives. For more information, consult the additive supplier.

Chemical additives

Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescri-
bed coolant treatment and electrochemical potential reversal that may occur
due to the coolant temperatures which are usual in engines nowadays. If
necessary, the pipes must be deplated.

Slushing oil

This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corro-
sion without interfering with heat transfer, and also prevents limescale depos-
its on the walls of the cooling system.

The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.

Anti-freeze agents

If temperatures below the freezing point of water in the engine cannot be
excluded, an antifreeze agent that also prevents corrosion must be added to
the cooling system or corresponding parts. Otherwise, the entire system
must be heated.

Sufficient corrosion protection can be provided by adding the products listed
in the table entitled Antifreeze Agent with Slushing Properties, Page 257
(Military specification: Federal Armed Forces Sy-7025), while observing the
prescribed minimum concentration. This concentration prevents freezing at
temperatures down to -22 °C and provides sufficient corrosion protection.
However, the quantity of antifreeze agent actually required always depends
on the lowest temperatures that are to be expected at the place of use.

Antifreeze agents are generally based on ethylene glycol. A suitable chemical
anticorrosive agent must be added if the concentration of the antifreeze
agent prescribed by the user for a specific application does not provide an

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appropriate level of corrosion protection, or if the concentration of antifreeze
agent used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Considering
that the antifreeze agents listed in the table Antifreeze Agents with Slushing
Properties, Page 257 also contain corrosion inhibitors and their compatibility
with other anticorrosive agents is generally not given, only pure glycol may be
used as antifreeze agent in such cases.

Simultaneous use of anticorrosive agent from the table Chemical additives –
nitrite free, Page 257 together with glycol is not permitted, because monitor-
ing the anticorrosive agent concentration in this mixture is no more possible.

Antifreeze agents may only be mixed with one another with the consent of
the manufacturer, even if these agents have the same composition.

Before an antifreeze agent is used, the cooling system must be thoroughly
cleaned.

If the coolant contains emulsifiable slushing oil, antifreeze agent may not be
added as otherwise the emulsion would break up and oil sludge would form
in the cooling system.

Biocides

If you cannot avoid using a biocide because the coolant has been contami-
nated by bacteria, observe the following steps:

▪

You must ensure that the biocide to be used is suitable for the specific
application.

The biocide must be compatible with the sealing materials used in the
coolant system and must not react with these.

The biocide and its decomposition products must not contain corrosion-
promoting components. Biocides whose decomposition products con-
tain chloride or sulphate ions are not permitted.

Biocides that cause foaming of coolant are not permitted.

Prerequisite for effective use of an anticorrosive agent

Clean cooling system

As contamination significantly reduces the effectiveness of the additive, the
tanks, pipes, coolers and other parts outside the engine must be free of rust
and other deposits before the engine is started up for the first time and after
repairs of the pipe system.

The entire system must therefore be cleaned with the engine switched off
using a suitable cleaning agent (see section Cooling water system cleaning,
Page 259).

Loose solid matter in particular must be removed by flushing the system
thoroughly as otherwise erosion may occur in locations where the flow veloc-
ity is high.

The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the coolant additive will be able to
carry out this work and, if this is not possible, will at least be able to provide
suitable products to do this. If this work is carried out by the engine operator,
he should use the services of a specialist supplier of cleaning agents. The
cooling system must be flushed thoroughly after cleaning. Once this has

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been done, the engine coolant must be immediately treated with anticorro-
sive agent. Once the engine has been brought back into operation, the
cleaned system must be checked for leaks.

Regular checks of the coolant condition and coolant system

Treated coolant may become contaminated when the engine is in operation,
which causes the additive to loose some of its effectiveness. It is therefore
advisable to regularly check the cooling system and the coolant condition. To
determine leakages in the lube oil system, it is advisable to carry out regular
checks of water in the expansion tank. Indications of oil content in water are,
e.g. discoloration or a visible oil film on the surface of the water sample.

The additive concentration must be checked at least once a week using the
test kits specified by the manufacturer. The results must be documented.

Note:

The chemical additive concentrations shall not be less than the minimum
concentrations indicated in the table Nitrite-containing chemical additives,
Page 256.

Excessively low concentrations can promote corrosion and must be avoided.
If the concentration is slightly above the recommended concentration this will
not result in damage. Concentrations that are more than twice the recom-
mended concentration should be avoided.

Every 2 to 6 months, a coolant sample must be sent to an independent labo-
ratory or to the engine manufacturer for an integrated analysis.

Emulsifiable anticorrosive agents must generally be replaced after abt. 12
months according to the supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if necessary, cleaned. Once filled
into the system, fresh water must be treated immediately.

If chemical additives or antifreeze agents are used, coolant should be
replaced after 3 years at the latest.

If there is a high concentration of solids (rust) in the system, the water must
be completely replaced and entire system carefully cleaned.

Deposits in the cooling system may be caused by fluids that enter the cool-
ant or by emulsion break-up, corrosion in the system, and limescale deposits
if the water is very hard. If the concentration of chloride ions has increased,
this generally indicates that seawater has entered the system. The maximum
specified concentration of 50 mg chloride ions per kg must not be exceeded
as otherwise the risk of corrosion is too high. If exhaust gas enters the cool-
ant, this can lead to a sudden drop in the pH value or to an increase in the
sulphate content.

Water losses must be compensated for by filling with untreated water that
meets the quality requirements specified in the section Requirements, Page
251. The concentration of anticorrosive agent must subsequently be
checked and adjusted if necessary.

Subsequent checks of the coolant are especially required if the coolant had
to be drained off in order to carry out repairs or maintenance.

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Protective measures

Anticorrosive agents contain chemical compounds that can pose a risk to
health or the environment if incorrectly used. Comply with the directions in
the manufacturer's material safety data sheets.

Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.

If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.

Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.

Auxiliary engines

If the same cooling water system used in a MAN Diesel & Turbo two-stroke
main engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38
or 28/32H, the cooling water recommendations for the main engine must be
observed.

Analyses

Regular analysis of coolant is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.

Permissible cooling water additives

Manufacturer

Product designation

Initial dosing
for 1,000 litres

Drew Marine

Wilhelmsen (Unitor)

Nalfleet Marine

Nalco

Maritech AB

Uniservice, Italy

Marichem – Marigases

Liquidewt
Maxigard

Rocor NB Liquid
Dieselguard

Nalfleet EWT Liq
(9-108)
Nalfleet EWT 9-111
Nalcool 2000

Nalcool 2000

TRAC 102

TRAC 118

Marisol CW

N.C.L.T.
Colorcooling

D.C.W.T. -
Non-Chromate

15 l
40 l

21.5 l
4.8 kg

3 l

10 l
30 l

30 l

3 l

12 l

12 l
24 l

48 l

Minimum concentration ppm

Product

15,000
40,000

21,500
4,800

3,000

10,000
30,000

30,000

3,000

12,000

12,000
24,000

48,000

Nitrite
(NO2)

700
1,330

2,400
2,400

1,000

1,000
1,000

1,000

2,000

2,000
2,000

2,400

Na-Nitrite
(NaNO2)

1,050
2,000

3,600
3,600

1,500

1,500
1,500

1,500

3,000

3,000
3,000

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Manufacturer

Product designation

Initial dosing
for 1,000 litres

Marine Care

Vecom

Caretreat 2

Cool Treat NCLT

16 l

Table 139: Nitrite-containing chemical additives

Minimum concentration ppm

Product

16,000

Nitrite
(NO2)

4,000

Na-Nitrite
(NaNO2)

6,000

Nitrite-free additives (chemical additives)

Manufacturer

Product designation

Initial dosing
for 1,000 litres

Minimum concentration

Arteco

Total

Q8 Oils

Havoline XLI

WT Supra

Q8 Corrosion Inhibitor
Long-Life

Table 140: Chemical additives - nitrite free

75 l

7.5 %

Emulsifiable slushing oils

Manufacturer

Castrol

Shell

Table 141: Emulsifiable slushing oils

Anti-freeze solutions with slushing properties

Product
(designation)

Diatsol M
Fedaro M

Solvex WT 3

Oil 9156

Manufacturer

Product designation

Concentration range

Antifreeze agent range *

BASF

Castrol

Shell

Mobil

Arteco

Total

Glysantin G 48
Glysantin 9313
Glysantin G 05

Radicool NF, SF

Glycoshell

Antifreeze agent 500

Havoline XLC

Glacelf Auto Supra
Total Organifreeze

Table 142: Antifreeze agents with slushing properties

Min. 35 vol. %
Max. 60 vol. % **

Min. -20 °C
Max. -50 °C

* Antifreeze agent acc. to ASTMD1177. 35 vol. % corresponds to ca. -20
°C // 55 vol. % corresponds to ca. -45 °C // 60 vol. % corresponds to ca.
-50 °C (manufacturer's instructions)

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** Antifreeze agent concentrations higher than 55 vol. % are only permitted, if
safe heat removal is ensured by a sufficient cooling rate.

4.9

Cooling water inspecting

Summary

Acquire and check typical values of the operating media to prevent or limit
damage.

The freshwater used to fill the cooling water circuits must satisfy the specifi-
cations. The cooling water in the system must be checked regularly in
accordance with the maintenance schedule.

The following work/steps is/are necessary:

Acquisition of typical values for the operating fluid, evaluation of the operating
fluid and checking the concentration of the anticorrosive agent.

Tools/equipment required

The following equipment can be used:

▪

The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg)

When using chemical additives:

▪

Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.

Equipment for checking the
fresh water quality

Equipment for testing the
concentration of additives

Testing the typical values of water

Short specification
Typical value/property

Water for filling
and refilling (without additive)

Water type

Fresh water, free of foreign matter

Total hardness

≤ 10 dGH 1)

pH value

6.5 - 8 at 20 °C

Chloride ion content

≤ 50 mg/l

Table 143: Quality specifications for coolants (short version)

Circulating water
(with additive)

Treated coolant

≤ 10 dGH 1)

≥ 7.5 at 20 °C

≤ 50 mg/l 2)

1) dGH

German hardness

1 dGH

= 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/l

2) 1mg/l

= 1 ppm

Short specification

Testing the concentration of anticorrosive agents

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Anticorrosive agent

Concentration

Chemical additives

Anti-freeze agents

According to the quality specification, see section: Specification of engine cooling water,
Page 251.

Table 144: Concentration of the cooling water additive

Testing the concentration of
chemical additives

The concentration should be tested every week, and/or according to the
maintenance schedule, using the testing instruments, reagents and instruc-
tions of the relevant supplier.

Chemical slushing oils can only provide effective protection if the right con-
centration is precisely maintained. This is why the concentrations recommen-
ded by MAN Diesel & Turbo (quality specifications in Specification of engine
cooling water, Page 251) must be complied with in all cases. These recom-
mended concentrations may be other than those specified by the manufac-
turer.

Testing the concentration of
anti-freeze agents

The concentration must be checked in accordance with the manufacturer's
instructions or the test can be outsourced to a suitable laboratory. If in
doubt, consult MAN Diesel & Turbo.

Regular water samplings

Small quantities of lube oil in coolant can be found by visual check during
regular water sampling from the expansion tank.

Regular analysis of coolant is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServ-
Lab.

4.10

Cooling water system cleaning

Summary

Remove contamination/residue from operating fluid systems, ensure/re-
establish operating reliability.

Cooling water systems containing deposits or contamination prevent effec-
tive cooling of parts. Contamination and deposits must be regularly elimina-
ted.

This comprises the following:

Cleaning the system and, if required removal of limescale deposits, flushing
the system.

Cleaning

The coolant system must be checked for contamination at regular intervals.
Cleaning is required if the degree of contamination is high. This work should
ideally be carried out by a specialist who can provide the right cleaning
agents for the type of deposits and materials in the cooling circuit. The clean-
ing should only be carried out by the engine operator if this cannot be done
by a specialist.

Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable

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cleaning agents are listed alphabetically in the table entitled Cleaning agents
for removing oil sludge., Page 260 Products by other manufacturers can be
used providing they have similar properties. The manufacturer's instructions
for use must be strictly observed.

Manufacturer

Product

Concentration

Duration of cleaning procedure/temperature

Drew

Nalfleet

Unitor

Vecom

HDE - 777

MaxiClean 2

Aquabreak

Ultrasonic
Multi Cleaner

4 - 5%

2 - 5%

4 h at 50 – 60 °C

4 h at 60 °C

0.05 – 0.5%

4 h at ambient temperature

12 h at 50 – 60 °C

Table 145: Cleaning agents for removing oil sludge

Lime and rust deposits

Lime and rust deposits can form if the water is especially hard or if the con-
centration of the anticorrosive agent is too low. A thin lime scale layer can be
left on the surface as experience has shown that this protects against corro-
sion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct the transfer of heat and cause thermal overloading of the compo-
nents being cooled.

Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
the elements that are responsible for water hardness, this forms what is
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.

Products that remove limescale deposits are generally suitable for removing
rust. Suitable cleaning agents are listed alphabetically in the table entitled
Cleaning agents for removing lime scale and rust deposits., Page 260 Prod-
ucts by other manufacturers can be used providing they have similar proper-
ties. The manufacturer's instructions for use must be strictly observed. Prior
to cleaning, check whether the cleaning agent is suitable for the materials to
be cleaned. The products listed in the table entitled Cleaning agents for
removing lime scale and rust deposits, Page 260 are also suitable for stain-
less steel.

Manufacturer

Product

Concentration

Duration of cleaning procedure/temperature

Drew

Nalfleet

Unitor

Vecom

SAF-Acid
Descale-IT
Ferroclean

5 - 10%
5 - 10%
10%

4 h at 60 - 70 °C
4 h at 60 - 70 °C
4 - 24 h at 60 - 70 °C

Nalfleet 9 - 068

4 h at 60 – 75 ℃

Descalex

Descalant F

5 - 10%

3 – 10%

4 - 6 h at approx. 60 °C

Approx. 4 h at 50 – 60°C

Table 146: Cleaning agents for removing limescale and rust deposits

In emergencies only

Hydrochloric acid diluted in water or aminosulphonic acid may only be used
in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:

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Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.

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Following cleaning

▪

Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulphonic acid. This
acid should be added to water in a concentration of 3 - 5 %. The tem-
perature of the solution should be 40 - 50 °C.

Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-
chloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even when the system has been neutral-
ised and flushed. This residual acid promotes pitting. We therefore rec-
ommend you have the cleaning carried out by a specialist.

The carbon dioxide bubbles that form when limescale deposits are dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
are provided for orientation in the table entitled Cleaning agents for removing
lime scale and rust deposits, Page 260.

The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.

Note:

Start the cleaning operation only when the engine has cooled down. Hot
engine components must not come into contact with cold water. Open the
venting pipes before refilling the cooling water system. Blocked venting pipes
prevent air from escaping which can lead to thermal overloading of the
engine.

Note:

The products to be used can endanger health and may be harmful to the
environment. Follow the manufacturer's handling instructions without fail.

The applicable regulations governing the disposal of cleaning agents or acids
must be observed.

4.11

Specification of intake air (combustion air)

General

The quality and condition of intake air (combustion air) have a significant
effect on the engine output, wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely important, but also con-
tamination by solid and gaseous foreign matter.

Mineral dust in the intake air increases wear. Chemicals and gases promote
corrosion.

This is why effective cleaning of intake air (combustion air) and regular main-
tenance/cleaning of the air filter are required.

When designing the intake air system, the maximum permissible overall pres-
sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-
tion.

Exhaust turbochargers for marine engines are equipped with silencers
enclosed by a filter mat as a standard. The quality class (filter class) of the
filter mat corresponds to the G3 quality in accordance with EN 779.

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Requirements

Liquid fuel engines: As minimum, inlet air (combustion air) must be cleaned
by a G3 class filter as per EN779, if the combustion air is drawn in from
inside (e.g. from the machine room/engine room). If the combustion air is
drawn in from outside, in the environment with a risk of higher inlet air con-
tamination (e.g. due to sand storms, due to loading and unloading grain
cargo vessels or in the surroundings of cement plants), additional measures
must be taken. This includes the use of pre-separators, pulse filter systems
and a higher grade of filter efficiency class at least up to M5 according to EN
779.

Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)
must be cleaned by a G3 class filter as per EN779, if the combustion air is
drawn in from inside (e.g. from machine room/engine room). Gas engines or
dual-fuel engines must be equipped with a dry filter. Oil bath filters are not
permitted because they enrich the inlet air with oil mist. This is not permissi-
ble for gas operated engines because this may result in engine knocking. If
the combustion air is drawn in from outside, in the environment with a risk of
higher inlet air contamination (e.g. due to sand storms, due to loading and
unloading grain cargo vessels or in the surroundings of cement plants) addi-
tional measures must be taken. This includes the use of pre-separators,
pulse filter systems and a higher grade of filter efficiency class at least up to
M5 according to EN 779.

In general, the following applies:

The inlet air path from air filter to engine shall be designed and implemented
airtight so that no false air may be drawn in from the outdoor.

The concentration downstream of the air filter and/or upstream of the turbo-
charger inlet must not exceed the following limit values.

Properties

Limit

Unit *

Particle size < 5 µm: minimum 90% of the particle number

Particle size < 10 µm: minimum 98% of the particle number

Dust (sand, cement, CaO, Al2O3 etc.)

max. 5

mg/Nm3

Chlorine

Sulphur dioxide (SO2)

Hydrogen sulphide (H2S)

Salt (NaCl)

max. 1.5

max. 1.25

max. 5

max. 1

* One Nm3 corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.

Table 147: Intake air (combustion air) - typical values to be observed

Note:

Intake air shall not contain any flammable gases. Make sure that the com-
bustion air is not explosive and is not drawn in from the ATEX Zone.

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4.12

Specification of compressed air

General

For compressed air quality observe the ISO 8573-1:2010. Compressed air
must be free of solid particles and oil (acc. to the specification).

Requirements

Compressed air quality in the
starting air system

The starting air must fulfil at least the following quality requirements accord-
ing to ISO 8573-1:2010.

Purity regarding solid particles

Quality class 6

Particle size > 40µm

max. concentration < 5 mg/m3

Purity regarding moisture

Residual water content

Purity regarding oil

Additional requirements are:

Quality class 7

< 0.5 g/m3

Quality class X

▪

The layout of the starting air system must ensure that no corrosion may
occur.

The starting air system and the starting air receiver must be equipped
with condensate drain devices.

By means of devices provided in the starting air system and via mainte-
nance of the system components, it must be ensured that any hazard-
ous formation of an explosive compressed air/lube oil mixture is preven-
ted in a safe manner.

Compressed air quality in the
control air system

Please note that control air will be used for the activation of some safety
functions on the engine – therefore, the compressed air quality in this system
is very important.

Control air must meet at least the following quality requirements according to
ISO 8573-1:2010.

▪

Purity regarding solid particles

Quality class 5

Purity regarding moisture

Quality class 4

Purity regarding oil

Quality class 3

For catalysts

The following specifications are valid unless otherwise defined by any other
relevant sources:

Compressed air quality for
soot blowing

Compressed air for soot blowing must meet at least the following quality
requirements according to ISO 8573-1:2010.

▪

Purity regarding solid particles

Quality class 3

Purity regarding moisture

Quality class 4

Purity regarding oil

Quality class 2

Compressed air quality for
reducing agent atomisation

Compressed air for atomisation of the reducing agent must fulfil at least the
following quality requirements according to ISO 8573-1:2010.

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▪

Purity regarding solid particles

Quality class 3

Purity regarding moisture

Quality class 4

Purity regarding oil

Quality class 2

Note:

To prevent clogging of catalyst and catalyst lifetime shortening, the com-
pressed air specification must always be observed.

For gas valve unit control (GVU)

Compressed air for the gas valve unit control (GVU) must meet at least the
following quality requirements according to ISO 8573-1:2010.

▪

Purity regarding solid particles

Quality class 2

Purity regarding moisture

Quality class 3

Purity regarding oil

Quality class 2

Compressed control air
quality for the gas valve unit
control (GVU)

4.13

Specification of urea solution

Use of good quality urea solution is essential for the operation of a SCR cata-
lyst. Using urea solution not complying with the specification below e.g. agri-
cultural urea, can either cause direct operational problems or long-term
problems like deactivation of the catalyst.

Note!
The overall SCR system is designed for one of the two possible urea solution
qualities (32.5 % AdBlue® or 40 % concentration) as listed in the tables
below. This must be taken into account when ordering. The mixture of the
both different solutions is not permissible!

Urea solution concentration
[%]

39 - 41

ISO 22241-2 Annex C

Density at 20 °C [g/cm3]

1.105-1.115

DIN EN ISO 12185

Refractive index at 20 °C

1.3930-1.3962

ISO 22241-2 Annex C

Biuret [%]

Alkality as NH3 [%]

Aldehyde [mg/kg]

Insolubles [mg/kg]

Phosphorus (as PO4)
[mg/kg]

Calcium [mg/kg]

Iron [mg/kg]

Magnesium [mg/kg]

Sodium [mg/kg]

Potassium [mg/kg]

Copper [mg/kg]

max. 0.5

max. 10

max. 20

max. 0.5

max. 0.2

ISO 22241-2 Annex E

ISO 22241-2 Annex D

ISO 22241-2 Annex F

ISO 22241-2 Annex G

ISO 22241-2 Annex H

ISO 22241-2 Annex I

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Urea solution concentration
[%]

ISO 22241-2 Annex C

39 - 41

max. 0.2

ISO 22241-2 Annex I

Zinc [mg/kg]

Chromium [mg/kg]

Table 148: Urea 40 % solution specification

Urea solution concentration
[%]

31.8 - 33.2

ISO 22241-2 Annex C

Density at 20 °C [g/cm3]

1.087-1.093

DIN EN ISO 12185

Refractive index at 20 °C

1.3814-1.3843

ISO 22241-2 Annex C

Biuret [%]

Alkality as NH3 [%]

Aldehyde [mg/kg]

Insolubles [mg/kg]

Phosphorus (as PO4)
[mg/kg]

Calcium [mg/kg]

Iron [mg/kg]

Magnesium [mg/kg]

Sodium [mg/kg]

Potassium [mg/kg]

Copper [mg/kg]

Zinc [mg/kg]

Chromium [mg/kg]

max. 0.3

max. 0.2

max. 5

max. 20

max. 0.5

max. 0.2

ISO 22241-2 Annex E

ISO 22241-2 Annex D

ISO 22241-2 Annex F

ISO 22241-2 Annex G

ISO 22241-2 Annex H

ISO 22241-2 Annex I

Table 149: Urea 32.5 % solution specification

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5.1

Engine supply systems

Basic principles for pipe selection

5.1.1

Engine pipe connections and dimensions

The external piping systems are to be installed and connected to the engine
by the shipyard. Piping systems are to be designed in order to maintain the
pressure losses at a reasonable level. To achieve this with justifiable costs, it
is recommended to maintain the flow rates as indicated below. Nevertheless,
depending on specific conditions of piping systems, it may be necessary in
some cases to adopt even lower flow rates. Generally it is not recommended
to adopt higher flow rates.

Recommended flow rates (m/s)

Suction side

Delivery side

1.0 – 2.0

0.5 – 1.0

1.0 – 1.5

0.5 – 1.0

0.3 – 0.8

20 – 25

2.0 – 3.5

1.5 – 2.5

1.5 – 2.0

1.0 – 1.8

5 – 10

10 – 20

2 – 10

25 – 30

Fresh water (cooling water)

Lube oil

Sea water

Diesel fuel

Heavy fuel oil

Natural gas (< 5 bar)

Natural gas (> 5 bar)

Compressed air for control air system

Compressed air for starting air system

Intake air

Exhaust gas

Table 150: Recommended flow rates

5.1.2

Specification of materials for piping

General

▪

The properties of the piping shall conform to international standards, e.g.
DIN EN 10208, DIN EN 10216, DIN EN 10217 or DIN EN 10305, DIN EN
13480-3.

For piping, black steel pipe should be used; stainless steel shall be used
where necessary.

▪ Outer surface of pipes needs to be primed and painted according to the
specification – for stationary power plants consider Q10.09028-5013.

▪

The pipes are to be sound, clean and free from all imperfections. The
internal surfaces must be thoroughly cleaned and all scale, grit, dirt and
sand used in casting or bending removed. No sand is to be used as
packing during bending operations. For further instructions regarding
stationary power plants also consider Q10.09028-2104.

In the case of pipes with forged bends care is to be taken that internal
surfaces are smooth and no stray weld metal left after joining.

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▪

See also the instructions in our Work card 6682000.16-01E for cleaning
of steel pipes before fitting together with the Q10.09028-2104 for sta-
tionary power plants.

LT-, HT- and nozzle cooling water pipes

Galvanised steel pipe must not be used for the piping of the system as all
additives contained in the engine cooling water attack zinc. Moreover, there
is the risk of the formation of local electrolytic element couples where the zinc
layer has been worn off, and the risk of aeration corrosion where the zinc
layer is not properly bonded to the substrate.

Proposed material (EN)

P235GH, E235, X6CrNiMoTi17-12-2

Fuel oil pipes, Lube oil pipes

Galvanised steel pipe must not be used for the piping of the system as acid
components of the fuel may attack zinc.

Proposed material (EN)

E235, P235GH, X6CrNiMoTi17-12-2

Urea pipes (for SCR only)

Galvanised steel pipe, brass and copper components must not be used for
the piping of the system.

Proposed material (EN)

X6CrNiMoTi17-12-2

Starting air and control air pipes

Galvanised steel pipe must not be used for the piping of the system.

Proposed material (EN)

E235, P235GH, X6CrNiMoTi17-12-2

5.1.3

Installation of flexible pipe connections for resiliently mounted engines

Arrangement of hoses on resiliently mounted engine

Flexible pipe connections become necessary to connect resiliently mounted
engines with external piping systems. They are used to compensate the
dynamic movements of the engine in relation to the external piping system.
For information about the origin of the dynamic engine movements, their
direction and identity in principle see table Excursions of the L engines, Page
268 and table Excursions of the V engines, Page 269.

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Origin of static/
dynamic
movements

Engine rotations unit

Coupling displacements unit

Exhaust flange
(at the turbocharger)

Axial

Cross

Vertical

Axial

Cross

Vertical

Axial

Cross

Vertical

direction

±0.026

0.0

±0.22

–0.045
(CCW)

direction

±0.95

0.0

±1.13

±2.4

direction

0.0

±1.1

0.0

±3.2

±0.35

±0.3

±16.2

±4.25

0.35 (to
Cntrl. Side)

0.0

2.9 (to
Cntrl. Side)

0.9

(±0.003) ~0.0

~0.0

0.0

±0.12

±0.08

±0.053

0.0

±0.64

0.0

±3.9

±1.1

Pitching

Rolling

Engine torque

Vibration
during normal
operation

Run out
resonance

Table 151: Excursions of the L engines

Note:
The above entries are approximate values (±10 %); they are valid for the
standard design of the mounting.

Assumed sea way movements: Pitching ±7.5°/ rolling ±22.5°.

Origin of static/
dynamic
movements

Engine rotations unit

Coupling displacements unit

Exhaust flange
(at the turbocharger)

Axial

Cross

Vertical

Axial

Cross

Vertical

Axial

Cross

Vertical

Pitching

Rolling

0.0

±0.3

Engine torque

–0.07

direction

±0.066

0.0

±1.7

0.0

direction

0.0

±3.4

±5.0

±0.54

+0.59
(to A bank)

0.0

direction

0.0

±21.2

±2.6

±5.8

+4.2
(to A bank)

–1.37
(A-TC)

Vibration
during normal
operation

Run out
resonance

(±0.004) ~0.0

~0.0

0.0

±0.1

0.0

±0.04

±0.11

±0.1

±0.052

0.0

±0.64

0.0

±0.1

±3.6

±1.0

Table 152: Excursions of the V engines

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The above entries are approximate values (±10 %); they are valid for the
standard design of the mounting.

Assumed sea way movements: Pitching ±7.5°/ rolling ±22.5°.

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The conical mounts (RD214B/X) are fitted with internal stoppers (clearances:
Δlat = ±3 mm, Δvert = ±4 mm); these clearances will not be completely utilised
by the above loading cases.

Figure 100: Coordinate system

Generally flexible pipes (rubber hoses with steel inlet, metal hoses, PTFE-cor-
rugated hose-lines, rubber bellows with steel inlet, steel bellows, steel com-
pensators) are nearly unable to compensate twisting movements. Therefore
the installation direction of flexible pipes must be vertically (in Z-direction) if
ever possible. An installation in horizontal-axial direction (in X-direction) is not
permitted; an installation in horizontal-lateral (Y-direction) is not recommen-
ded.

Flange and screw connections

Flexible pipes delivered loosely by MAN Diesel & Turbo are fitted with flange
connections, for sizes with DN32 upwards. Smaller sizes are fitted with
screw connections. Each flexible pipe is delivered complete with counter
flanges or, those smaller than DN32, with weld-on sockets.

Arrangement of the external piping system

Shipyard's pipe system must be exactly arranged so that the flanges or
screw connections do fit without lateral or angular offset. Therefore it is rec-
ommended to adjust the final position of the pipe connections after engine
alignment is completed.

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Figure 101: Arrangement of pipes in system

Installation of hoses

In the case of straight-line-vertical installation, a suitable distance between
the hose connections has to be chosen, so that the hose is installed with a
sag. The hose must not be in tension during operation. To satisfy a correct
sag in a straight-line-vertically installed hose, the distance between the hose
connections (hose installed, engine stopped) has to be approximately 5 %
shorter than the same distance of the unconnected hose (without sag).

In case it is unavoidable (this is not recommended) to connect the hose in
lateral-horizontal direction (Y-direction) the hose must be installed preferably
with a 90° arc. The minimum bending radii, specified in our drawings, are to
be observed.

Never twist the hoses during installation. Turnable lapped flanges on the
hoses avoid this.

Where screw connections are used, steady the hexagon on the hose with a
wrench while fitting the nut.

Comply with all installation instructions of the hose manufacturer.

Depending on the required application rubber hoses with steel inlet, metal
hoses or PTFE-corrugated hose lines are used.

Installation of steel compensators

Steel compensators are used for hot media, e.g. exhaust gas. They can
compensate movements in line and transversal to their centre line, but they
are absolutely unable to compensate twisting movements. Compensators
are very stiff against torsion. For this reason all kind of steel compensators
installed on resilient mounted engines are to be installed in vertical direction.

Note:
Exhaust gas compensators are also used to compensate thermal expansion.
Therefore exhaust gas compensators are required for all type of engine
mountings, also for semi-resilient or rigid mounted engines. But in these
cases the compensators are quite shorter, they are designed only to com-
pensate the thermal expansions and vibrations, but not other dynamic
engine movements.

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Angular compensator for fuel oil

The fuel oil compensator, to be used for resilient mounted engines, can be
an angular system composed of three compensators with different charac-
teristics. Please observe the installation instruction indicated on the specific
drawing.

Supports of pipes

Flexible pipes must be installed as near as possible to the engine connection.

On the shipside, directly after the flexible pipe, the pipe is to be fixed with a
sturdy pipe anchor of higher than normal quality. This anchor must be capa-
ble to absorb the reaction forces of the flexible pipe, the hydraulic force of
the fluid and the dynamic force.

Example of the axial force of a compensator to be absorbed by the pipe
anchor:

▪

Hydraulic force

= (Cross section area of the compensator) x (Pressure of the fluid inside)

Reaction force

= (Spring rate of the compensator) x (Displacement of the comp.)

Axial force

= (Hydraulic force) + (Reaction force)

Additionally a sufficient margin has to be included to account for pressure
peaks and vibrations.

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Figure 102: Installation of hoses

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5.1.4

Condensate amount in charge air pipes and air vessels

Figure 103: Diagram condensate amount

The amount of condensate precipitated from the air can be considerablly
high, particularly in the tropics. It depends on the condition of the intake air
(temperature, relative air humidity) in comparison to the charge air after
charge air cooler (pressure, temperature).

It is important, that no condensed water of the intake air/charge air will be led
to the compressor of the turbocharger, as this may cause damages.

In addition the condensed water quantity in the engine needs to be mini-
mised. This is achieved by controlling the charge air temperature.

How to determine the amount of condensate:

First determine the point I of intersection in the left side of the diagram (intake
air), see figure Diagram condensate amount, Page 274 between the corre-
sponding relative air humidity curve and the ambient air temperature.

Secondly determine the point II of intersection in the right side of the diagram
(charge air) between the corresponding charge air pressure curve and the
charge air temperature. Note that charge air pressure as mentioned in sec-
tion Planning data for emission standard, Page 96 is shown in absolute pres-
sure.

At both points of intersection read out the values [g water/kg air] on the verti-
cally axis.

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The intake air water content I minus the charge air water content II is the
condensate amount A which will precipitate. If the calculations result is nega-
tive no condensate will occur.

For an example see figure Diagram condensate amount, Page 274. Intake air
water content 30 g/kg minus 26 g/kg = 4 g of water/kg of air will precipitate.

To calculate the condensate amount during filling of the starting air vessel
just use the 30 bar curve (see figure Diagram condensate amount, Page 274)
in a similar procedure.

Example how to determine the amount of water accumulating in the charge

air pipe

Parameter

Engine output (P)

Specific air flow (le)

Ambient air condition (I): Ambient air temperature

Relative air humidity

Charge air condition (II): Charge air temperature after cooler1)

Charge air pressure (overpressure)1)

Solution acc. to above diagram:

Unit

kg/kWh

°C

bar

Water content of air according to point of intersection (I)

kg of water/kg of air

Maximum water content of air according to point of intersection (II)

kg of water/kg of air

The difference between (I) and (II) is the condensed water amount (A)

A = I – II = 0.030 – 0.026 = 0.004 kg of water/kg of air

Value

9,000

6.9

3.0

0.030

0.026

Total amount of condensate QA:

QA = A x le x P

QA = 0.004 x 6.9 x 9,000 = 248 kg/h

1) In case of two-stage turbocharging choose the values of the high pressure TC and cooler (second stage of turbo-
charging system) accordingly.

Table 153: Example how to determine the amount of water accumulating in the charge air pipe

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Example how to determine the condensate amount in the compressed air

vessel

Parameter

Volumetric capacity of tank (V)

Temperature of air in starting air vessel (T)

Air pressure in starting air vessel (p above atmosphere)

Air pressure in starting air vessel (p absolute)

Gas constant for air (R)

Ambient air temperature

Relative air humidity

Weight of air in the starting air vessel is calculated as follows:

Unit

Litre

°C

bar

°C

Solution acc. to above diagram:

Water content of air according to point of intersection (I)

kg of water/kg of air

Maximum water content of air according to point of intersection (III)

kg of water/kg of air

The difference between (I) and (III) is the condensed water amount (B)

B = I – III

B = 0.030 – 0.002 = 0.028 kg of water/kg of air

Total amount of condensate in the vessel QB:

QB = m x B

QB = 121 x 0.028 = 3.39 kg

Table 154: Example how to determine the condensate amount in the compressed air vessel

Value

3,500

3.5

313

31 x 105

287

0.030

0.002

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5.2

Lube oil system

5.2.1

Lube oil system diagram

Please see overleaf!

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CF-001 Separator
CF-003 MDO separator
FIL-001 Two stage automatic filter
FIL-002 Duplex filter, optional

1,2
FIL-004

Suction strainer

H-002 Preheater

HE-002 Cooler

NRF-001 Non return flap

P-001 Service pump (attached)
P-012 Transfer pump
P-074 Prelubrication pump or lube oil stand-by

pump (free-standing)

P-075 Cylinder lube oil pump
PCV-007 Pressure control valve
PSV-004 Safety valve
T-001 Service tank
T-006 Leakage oil collecting tank

T-021 Sludge tank

TCV-001 Temperature control valve

Figure 104: Lube oil system diagram MAN 32/40

5.2.2

Lube oil system description

2171 Engine inlet
2173 Oil pump inlet
2175 Oil pump outlet
2197 Drain from oil pan
2199 Drain from oil pan

2598 Ventilation from Turbocharger
2599 Drain from turbocharger
2898 Crankcase venting
7772 Control line to pressure control valve
9181 Dirty oil drain from crankcase
9183 Dirty oil drain from crankcase

9184 Dirty oil drain from crankcase
9187 Dirty oil drain from crankcase foot
9197 Dirty oil drain from covering
9199 Dirty oil drain from crankcase
1,2,3
TR-001

Condensate trap

V-001 By-pass valve

The diagrams represent the standard design of external lube oil service sys-
tems, with a combination of engine mounted and detached, freestanding,
lube oil pump(s). According to the required lube oil quality, see table Main
fuel/lube oil type, Page 221.

The internal lubrication of the engine and the turbocharger is provided with a
force-feed lubrication system.

The lubrication of the cylinder liners is designed as a separate system
attached to the engine but served by the inner lubrication system.

In multi-engine plants, for each engine a separate lube oil system is required.

Requirements before commissioning of engine

The flushing of the lube oil system in accordance to the MAN Diesel & Turbo
specification (see the relevant working cards) demands before commission-
ing of the engine, that all installations within the system are in proper opera-
tion. Please be aware that special installations for commissioning are
required and the separator must be in operation from the very first phase of
commissioning.

Please contact MAN Diesel & Turbo or licensee for any uncertainties.

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T-001/Service tank

The main purpose of the service tank is to separate air and particles from the
lube oil, before pumping the lube oil to the engine. For the design of the serv-
ice tank the class requirements have to be taken in consideration. For design
requirements of MAN Diesel & Turbo see section Lube oil service tank, Page
292.
H-002/Lube oil heater

To fulfill the starting conditions (see section Starting conditions, Page 50)
preheating of the lube oil in the service tank is necessary. Therefore the pre-
heater of the separator is often used. The preheater must be enlarged in size
if necessary, so that it can heat up the content of the service tank to ≥ 40 °C,
within 4 hours. If engines have to be kept in stand-by mode, the lube oil of
the corresponding engines always has to be in the temperature range of
starting conditions. Means that also the maximum lube oil temperature limit
should not be exceeded during engine start.

Suction pipes

Suction pipes must be installed with a steady slope and dimensioned for the
total resistance (incl. pressure drop for suction filter) not exceeding the pump
suction head. A non-return flap must be installed close to the lube oil tank in
order to prevent the lube oil backflow when the engine has been shut off.

PSV-004 Safety valve

For engine mounted pumps the non-return flap which is mentioned in the
paragraph Suction pipes, Page 280 above, needs to be by-passed by a relief
valve to protect the pump seals against high pressure caused by counter
rotation (during shut-down).

FIL-004/Suction strainer

The suction strainer protects the lube oil pumps against larger dirt particles
that may have accumulated in the tank. It is recommended to use a cone
type strainer with a mesh size of 1.5 mm. Two manometers installed before
and after the strainer indicate when manual cleaning of filter becomes neces-
sary, which should preferably be done in port.

P-001/P-074/Lube oil pumps

For ships with more than one main engine additionaly to the service pump a
prelubrication pump for pre- and postlubrication is necessary. For further
information according that pump see section Planning data for emission
standard, Page 96 and paragraph Lube oil, Page 132. A main lube oil pump
as spare is required to be on board according to class society.

For ships with a single main engine drive it is preferable to design the lube oil
system with a combination of an engine driven lube oil pump (P-001) and an
electrically driven stand-by pump (100 % capacity).

Additionally a prelubrication pump is recommended (not mentioned in the
diagram). If nevertheless the stand-by pump is used for pre- and postlubrica-
tion MAN Diesel & Turbo has to be consulted as there are necessary modifi-
cations in the engine automation.

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Using the stand-by pump (100 %) for continuous prelubrication is not per-
missible.

As long as the installed stand-by pump provides 100 % capacity of the oper-
ating pump, the class requirement to have a spare part operating pump on
board, is fulfilled.

For design data of these lube oil pumps see section Planning data for emis-
sion standard, Page 96 and the following.

In case of unintended engine stop (e.g. blackout) the postlubrication must be
started as soon as possible (latest within 20 min) after the engine has stop-
ped and must persist for 15 min.

This is required to cool down the bearings of turbocharger and hot inner
engine components.

HE-002/Lube oil cooler

Dimensioning

Heat data, flow rates and tolerances are indicated in section Planning data
for emission standard, Page 96 and the following.

Design/Outfitting

The cooler installation must be designed for easy venting and draining.

On the lube oil side, the pressure drop shall not exceed 1.1 bar.

TCV-001/Temperature control valve

The valve regulates the inlet oil temperature of the engine. The control valve
can be executed with wax-type thermostats.

Set point lube oil inlet temperature

Type of temperature control valve1)

65 °C

Thermostatic control valve (wax/copper elements) or electrically actuated control
valve (interface to engine control)

1) Full open temperature of wax/copper elements must be equal to set point.

Control range lube oil inlet temperature : Set point minus 10 K.

Table 155: Temperature control valve

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Lube oil treatment

The treatment of the circulating lube oil can be divided into two major func-
tions:

▪

Removal of contaminations to keep up the lube oil performance.

Retention of dirt to protect the engine.

The removal of combustion residues, water and other mechanical contami-
nations is the major task of separators/centrifuges (CF-001) installed in by-
pass to the main lube oil service system of the engine. The installation of a
separator per engine is recommended to ensure a continuous separation
during engine operation.

The filters integrated in the system protect the diesel engine in the main cir-
cuit retaining all residues which may cause a harm to the engine.

Depending on the filter design, the collected residues are to be removed
from the filter mesh by automatic back flushing, manual cleaning or changing
the filter cartridge. The retention capacity of the installed filter should be as
high as possible.

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When selecting an appropriate filter arrangement, the customer request for
operation and maintenance, as well as the class requirements, have to be
taken in consideration.

FIL-001/FIL-002 Arrangement principles for lube oil filters

Depending on engine type, the number of installed main engines in one plant
and on the safety standard demanded by the customer, different arrange-
ment principles for the filters FIL-001/FIL-002 are possible:

FIL-001 includes second filter
stage

Location

Option 1

Option 2

FIL-001
automatic filter
continous flushing

FIL-002
duplex filter
as indicator filter

FIL-001
automatic filter
intermittent flushing

FIL-002
duplex filter
as indicator filter

yes

–

engine room instal-
led close to engine

installed upstream
of FIL-001

engine room instal-
led close to engine

installed upstream
of FIL-001

Requirement by-pass

internal by-pass

–

required

–

Requirement of FIL-002

to fullfill higher safety concept (optional)

required

Mesh width

34 µm first filter
stage
80 µm second filter
stage

60 µm

34 µm

60 µm

It is always recommended to install one separator in partial flow of each engine. Filter design has to be approved by
MAN Diesel & Turbo.

Table 156: Arrangement principles for lube oil filters

FIL-001/Automatic filter

The automatic back washing filter is to be installed as a main filter. The back
washing/flushing of the filter elements has to be arranged in a way that lube
oil flow and pressure will not be affected. The flushing discharge (oil sludge
mixture) is led to the service tank. The oil will be permanently by-pass
cleaned via suction line into a separator. This provides an efficient final
removal of deposits (see section Lube oil service tank, Page 292).

As state-of-the-art, automatic filter types are recommended to be equipped
with an integrated second filtration stage. This second stage protects the
engine from particles which may pass the first stage filter elements in case of
any malfunction. If the lube oil system is equipped with a two-stage auto-
matic filter, additional duplex filter FIL-002 can be avoided. As far as the
automatic filter is installed without any additional filters downstream before
the engine inlet, the filter has to be installed as close as possible to the
engine (see table Arrangement principles for lube oil filters, Page 282). In that
case the pipe section between filter and engine inlet must be closely inspec-
ted before installation. This pipe section must be divided and flanges have to
be fitted so that all bends and welding seams can be inspected and cleaned
prior to final installation.

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Differential pressure gauges have to be installed to protect the filter car-
tridges and to indicate clogging condition of the filter. A high differential pres-
sure has to be indicated as an alarm.

In case filter stage 1 is not working sufficiently, the engine can run in emer-
gency operation for maximum 72 hours with the second filter stage, but has
to be stopped after. This measure ensures that disturbances in backwashing
do not result in a complete failure of filtering and that the main stream filter
can be cleaned without interrupting filtration.

FIL-002/Duplex filter as indicator filter

The indicator filter is a duplex filter, which must be cleaned manually. It must
be installed downstream of the automatic filter, as close as possible to the
engine. The pipe section between filter and engine inlet must be closely
inspected before installation. This pipe section must be divided and flanges
have to be fitted so that all bends and welding seams can be inspected and
cleaned prior to final installation. In case of a two-stage automatic filter, the
installation of a duplex filter can be avoided. Customers who want to fulfil a
higher safety level, are free to mount an additional duplex filter close to the
engine.

The duplex filter protects the engine also in case of malfunctions of the auto-
matic filter. The monitoring system of the automatic filter generates an alarm
signal to alert the operating personnel. A maintenance of the automatic filter
becomes necessary. For this purpose the lube oil flow through the automatic
filter has to be stopped. Single-main engine plants may continue to stay in
operation by by-passing the automatic filter. Lube oil can still be filtrated suffi-
ciently in this situation by only using the duplex filter.

In multi-engine-plants, where it is not possible to by-pass the automatic filter
without loss of lube oil filtration, the affected engine has to be stopped in this
situation.

The design of the duplex filter must ensure that no parts of the filter can
become loose and enter the engine.

The drain connections equipped with shut-off fittings in the two chambers of
the duplex filter returns into the leak oil tank (T-006). Draining will remove the
dirt accumulated in the casing and prevents contamination of the clean oil
side of the filter. Please check also table Arrangement principles for lube oil
filters, Page 282.

Indication and alarm of filters

The automatic filter FIL-001 and the duplex filter FIL-002 are equipped with
local visual differential pressure indicators and additionally with differential
pressure switches. The switches are used for pre-alarm and main alarm.

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Differential pressure
between filter inlet
and outlet (dp)

Intermittent flushing

Automatic filter FIL-001

Duplex/Indi-
cator filter
FIL-002

Continuous
flushing

dp switch with
lower set point is
active

This dp switch has to be installed twice if an intermittent flushing fil-
ter is used. The first switch is used for the filter control; it will start
the automatic flushing procedure.

The dp pre-alarm: "Filter
is polluted" is generated
immediately

The second switch is adjusted at the identical set point as the first.
Once the second switch is activated, and after a time delay of
approximately 3 min, the dp pre-alarm "filter is polluted" is gener-
ated. The time delay becomes necessary to effect the automatic
flushing procedure before and to evaluate its effect.

dp switch with
higher set point is
active

The dp main alarm "filter failure" is generated immediately. If the main alarm is still active after
30 min, the engine output power will be reduced automatically.

Table 157: Indication and alarm of filters

CF-001/Separator

The lube oil is intensively cleaned by separation in the by-pass thus relieving
the filters and allowing an economical design.

The separator should be of the self-cleaning type. The design is to be based
on a lube oil quantity of 1.0 l/kW. This lube oil quantity should be cleaned
within 24 hours at:

HFO-operation 6 – 7 times

▪
▪ MDO-operation 4 – 5 times

The formula for determining the separator flow rate (Q) is:

Q [l/h] Separator flow rate
P [kW] Total engine output

n HFO = 7

MDO/MGO = 5
Gas (+ MDO/MGO for ignition only) = 5

With the evaluated flow rate the size of separator has to be selected accord-
ing to the evaluation table of the manufacturer. The separator rating stated
by the manufacturer should be higher than the flow rate (Q) calculated
according to the formula above.

Separator equipment

The preheater H-002 must be able to heat the oil to 95 °C and the size is to
be selected accordingly. In addition to a PI-temperature control, which
avoids a thermal overloading of the oil, silting of the preheater must be pre-
vented by high turbulence of the oil in the preheater.

Control accuracy ±1 °C.

Cruise ships operating in arctic waters require larger preheaters. In this case
the size of the preheater must be calculated with a Δt of 60 K.

The freshwater supplied must be treated as specified by the separator sup-
plier.

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The supply pumps shall be of the free-standing type, i.e. not mounted on the
separator and are to be installed in the immediate vicinity of the lube oil serv-
ice tank.

This arrangement has three advantages:

▪

Suction of lube oil without causing cavitation.

The lube oil separator does not need to be installed in the vicinity of the
service tank but can be mounted in the separator room together with the
fuel oil separators.

Better matching of the capacity to the required separator throughput.

As a reserve for the lube oil separator, the use of the MDO separator is
admissible. For reserve operation the MDO separator must be converted
accordingly. This includes the pipe connection to the lube oil system which
must not be implemented with valves or spectacle flanges. The connection is
to be executed by removable change-over joints that will definitely prevent
MDO from getting into the lube oil circuit. See also rules and regulations of
classification societies.

PCV-007/Pressure control valve

By use of the pressure control valve, a constant lube oil pressure before the
engine is adjusted.

The pressure control valve is installed upstream of the lube oil cooler. The
installation position is to be observed. By spilling off exceeding lube oil quan-
tities upstream of the major components these components can be sized
smaller. The return pipe (spilling pipe) from the pressure control valve returns
into the lube oil service tank.

The measurement point of the pressure control pipe is connected directly to
the engine in order to measure the lube oil pressure at the engine. In this way
the pressure losses of filters, pipes and cooler are compensated automati-
cally.

TR-001/Condensate trap

The condensate traps required for the vent pipes of the turbocharger, the
engine crankcase and the service tank must be installed as close as possible
to the vent connections. This will prevent condensate water, which has
formed on the cold venting pipes, to enter the engine or service tank.

See section Crankcase vent and tank vent, Page 296.

T-006/Leakage oil tank

Leaked fuel and the dirty oil drained from the lube oil filter casings is collected
in this tank. It is to be emptied into the sludge tank. The content must not be
added to the fuel. It is not permitted to add lube oil to the fuel.

Alternatively, separate leakage oil tanks for fuel and lube oil can be installed.

Withdrawal points for samples

Points for drawing lube oil samples are to be provided upstream and down-
stream of the filters and the separator, to verify the effectiveness of these
system components.

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Piping system

It is recommended to use pipes according to the pressure class PN 10.

P-012 Transfer pump

The transfer pump supplies fresh oil from the lube oil storage tank to the
operating tank. Starting and stopping of the pump should preferably be done
automatically by float switches fitted in the tank.

P-075/Cylinder lube oil pump

The pump fitted to the engine is driven by an electric motor (asynchronous
motor 380 – 420 V/50 Hz or 380 – 460 V/60 Hz three-phase AC with pole
changing). For the cylinder lubrication MAN Diesel & Turbo will supply a con-
trol unit inclusive a pump contactor, with a power consumption of about
0.5 kW for pump, control and heating.

This value must be doubled for V engines, as two control units (one for each
row) are supplied in one cabinet.

5.2.3

Low speed operation – Lube oil system

In case the engine is operated below 60 % of nominal speed, the following
items have to be taken in account:

▪

Lube oil flow has to be maintained above minimum flow rate, given from
section Planning data for emission standard: IMO Tier II – Electric propul-
sion, Page 96 to section Planning data for emission standard: IMO Tier II
– Suction dredger/pumps (mechanical drive), Page 121.

Lube oil pressure at the engine inlet has to be kept above the minimum
pressure given from section Planning data for emission standard: IMO
Tier II – Electric propulsion, Page 96 to section Planning data for emis-
sion standard: IMO Tier II – Suction dredger/pumps (mechanical drive),
Page 121.

The attached lube oil pump may fall below the required performance data,
therefore we recommend using an electrical driven support service pump
(P-090). For installation of the pump see figure Lube oil system – Low speed
operation, Page 287. Performance data for the pump are given in section
Service support pumps for lower speed range of FPP applications, Page 95.
To cover operation during blackout, we recommend connecting the pump to
the emergency power grid (switch over from standard net to emergency grid
in case of blackout).

For details contact MAN Diesel & Turbo or licensee.

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Lube oil system – Low speed operation

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TCV-001 Temperature control valve
Condensate trap

1,2,3
TR-001

V-001 Bypass valve
2171 Engine inlet
2173 Oil pump inlet

2175 Oil pump outlet
2197 Drain from oil pan
2199 Drain from oil pan
2598 Ventilation from turbocharger
2599 Drain from turbocharger
2898 Crankcase venting

7772 Control line to pressure control valve
9181 Dirty oil drain from crankcase
9183 Dirty oil drain from crankcase
9184 Dirty oil drain from crankcase
9187 Dirty oil drain from crankcase foot
9197 Dirty oil drain from covering
9199 Dirty oil drain from crankcase

CF-001 Separator
CF-003 MDO separator

FIL-001 Two stage automatic filter
FIL-002 Indication filter, optional

1,2
FIL-004

Suction strainer, cone type

H-002 Preheater

HE-002 Cooler

NRF-001 Non return flap

P-001 Service pump engine driven
P-012 Transfer pump
P-074 Prelubrication pump or lube oil stand-by

pump (free-standing)

P-075 Cylinder lube oil pump
P-090 Service support pump (free-standing)

PCV-007 Pressure control valve
PSV-004 Safety valve
T-001 Service tank
T-006 Leakage oil collecting tank
T-021 Sludge tank

Figure 105: Lube oil system – Low speed operation

5.2.4

Prelubrication/postlubrication

Prelubrication

The prelubrication oil pump must be switched on at least 5 minutes before
engine start. The prelubrication oil pump serves to assist the engine attached
main lube oil pump, until this can provide a sufficient flow rate.

For design data of the pre- and postlubrication pump see section Planning
data for emission standard, Page 96 and paragraph Lube oil, Page 132.

During the starting process, the maximal temperature mentioned in section
Starting conditions, Page 50 must not be exceeded at engine inlet. There-
fore, a small LT cooling waterpump can be necessary if the lube oil cooler is
served only by an attached LT pump.

Postlubrication

The prelubrication oil pumps are also to be used for postlubrication after the
engine is turned off.

Postlubrication is effected for a period of 15 min.

5.2.5

Lube oil outlets

Lube oil drain

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Two connections for oil drain pipes are located on both ends of the engine oil
sump.

For an engine installed in the horizontal position, two oil drain pipes are
required, one at the coupling end and one at the free end.

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If the engine is installed in an inclined position, three oil drain pipes are
required, two at the lower end and one at the higher end of the engine oil
sump.

The drain pipes must be kept short. The slanted pipe ends must be
immersed in the oil, so as to create a liquid seal between crankcase and
tank.

Expansion joints

At the connection of the oil drain pipes to the service tank, expansion joints
are required.

Shut-off butterfly valves

If for lack of space, no cofferdam can be provided underneath the service
tank, it is necessary to install shut-off butterfly valves in the drain pipes. If the
ship should touch ground, these butterfly valves can be shut via linkages to
prevent the ingress of seawater through the engine.

Drain pipes, shut-off butterfly valves with linkages, expansion joints, etc. are
not supplied by the engine builder.

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Lube oil outlets – Drawings

Rigidly mounted engines

Figure 106: Lube oil outlets L engine

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Figure 107: Lube oil outlets V engine

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5.2.6

Lube oil service tank

The lube oil service tank is to be arranged over the entire area below the
engine, in order to ensure uniform vertical thermal expansion of the whole
engine foundation.

To provide for adequate degassing, a minimum distance is required between
tank top and the highest operating level. The low oil level should still permit
the lube oil to be drawn in free of air if the ship is pitching severely

▪

5° longitudinal inclination for ship's lengths ≥ 100 m

7.5° longitudinal inclination for ship's lengths < 100 m

A well for the suction pipes of the lube oil pumps is the preferred solution.

The minimum quantity of lube oil for the engine is 1.0 litre/kW. This is a theo-
retical factor for permanent lube oil quality control and the decisive factor for
the design of the by-pass cleaning. The lube oil quantity, which is actually
required during operation, depends on the tank geometry and the volume of
the system (piping, system components), and may exceed the theoretical
minimum quantity to be topped up. The low-level alarm in the service tank is
to be adjusted to a height, which ensures that the pumps can draw in oil,
free of air, at the longitudinal inclinations given above.

The position of the oil drain pipes extending from the engine oil sump and the
oil flow in the tank are to be selected so as to ensure that the oil will remain in
the service tank for the longest possible time for degassing.

Draining oil must not be sucked in at once.

The man holes in the floor plates inside the service tank are to be arranged
so as to ensure sufficient flow to the suction pipe of the pump also at low
lube oil service level.

The tank has to be vented at both ends, according to section Crankcase
vent and tank vent, Page 296.

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Figure 108: Example: Lube oil service tank

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Figure 109: Example: Details lube oil service tank

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5.2.7

Lube oil filter

Lube oil automatic filter

N1 Inlet
N3 Flushing oil outlet

N2 Outlet

Figure 110: Example – Lube oil automatic filter

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Lube oil duplex filter

N1 Inlet

N2 Outlet

Figure 111: Example: Lube oil duplex filter

5.2.8

Crankcase vent and tank vent

Vent pipes

The vent pipes from engine crankcase, turbocharger and lube oil service tank
are to be arranged according to the sketch. The required nominal diameters
ND are stated in the chart following the diagram.

Notes:

▪

In case of multi-engine plants the venting pipework has to be kept sepa-
rately.

All venting openings as well as open pipe ends are to be equipped with
flame breakers.

Condensate trap overflows are to be connected via siphone to drain
pipe.

Specific requirements of the classification societies are to be strictly
observed.

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1 Condensate trap, continu-

2 Connection crankcase vent

ously open

3 Turbocharger venting

4 Lubricating oil service tank

Figure 112: Crankcase vent and tank vent

Engine type

Nominal diameter ND (mm)

L engine

100

125

Table 158: Crankcase vent and tank vent

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5.3

Water systems

5.3.1

Cooling water system diagram

Please see overleaf!

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Cooling water system diagram – Single engine plant

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Components
Sea water filter

1,2
FIL-019
1,2
FIL-021
HE-002 Lube oil cooler

Strainer for commissioning

HE-003 Cooler for HT cooling water
HE-005 Nozzle cooling water cooler
HE-007 Diesel oil cooler

MAN Diesel & Turbo

MOV-002 HT cooling water temperature control

valve

MOV-003 Charge air temeperature control

(CHATCO)

MOV-016 LT cooling water temperature control

valve

MOD-004 Preheating module
MOD-005 Nozzle cooling module

1P-002 Pump for HT cooling water (engine

driven)

HE-008 Charge air cooler (stage 2)

2P-002 Optional pump for HT cooling water

HE-010 Charge air cooler (stage 1)
HE-022 Cooler for governor oil (depending

plant)

HE-023 Gearbox lube oil cooler
HE-024 Cooler for LT cooling water
HE-026 Fresh water generator

Major cooling water engine connec-
tions

3102 HT cooling water inlet

3172 Reserve (for electric driven HT pump)

3198 Venting HT cooling water

3199 Outlet HT cooling water

Connections to the nozzle cooling
module

(electrical driven)
1,2P-062 Sea water pump
1,2P-076 Pump for LT cooling water

T-002 HT cooling water expansion tank
T-075 LT cooling water expansion tank

Inlet outlet nozzle cooling

Inlet outlet governor cooler

Inlet outlet charge air cooler

3471/
3499
4177/
4187
4171/
4199

N1, N2 Return/feeding of engine nozzle cooling

N3, N4 Inlet/outlet LT cooling water

water

Figure 113: Cooling water system diagram – Single engine plant

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Cooling water system diagram – Twin engine plant

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Components
Sea water filter

Strainer for commissioning

1,2
FIL-019
1,2,3
FIL-021
1,2
HE-002
HE-003 Cooler for HT cooling water

Lube oil cooler

MAN Diesel & Turbo

MOD-005 Nozzle cooling module

1,2
MOV-002
1,2
MOV-003
MOV-016 LT cooling water temperature control

HT cooling water temperature control
valve
Charge air temeperature control
(CHATCO)

valve

HE-005 Nozzle cooling water cooler

1,3P-002 Pump for HT cooling water (engine

driven)

HE-007 Diesel oil cooler

2,4P-002 Optional pump for HT cooling water

Charge air cooler (stage 2)

(electrical driven)
1,2P-062 Sea water pump

Charge air cooler (stage 1)

1,2P-076 Pump for LT cooling water

Cooler for governor oil (depending on
plant)
Fresh water generator

T-002 HT cooling water expansion tank

T-075 LT cooling water expansion tank

Preheating module

1,2
HE-008
1,2
HE-010
1,2
HE-022
1,2
HE-026
1,2
MOD-004

Major cooling water engine connec-
tions

3171 HT cooling water inlet

3172 Reserve (for electrical driven HT pump)

3198 Venting HT cooling water

3199 Outlet HT cooling water

Connections to the nozzle cooling
module
Return/feeding of engine nozzle cooling
water

N1a, N1b,
N2

Inlet/outlet nozzle cooling

Inlet/outlet governor cooler

Inlet/outlet charge air cooler (stage 2)

3471/
3499
4177/
4187
4171/
4199

N3, N4 Inlet/outlet LT cooling water

Figure 114: Cooling water system diagram – Twin engine plant

5.3.2

Cooling water system description

The diagrams showing cooling water systems for main engines comprising
the possibility of heat utilisation in a freshwater generator and equipment for
preheating of the charge air in a two-stage charge air cooler during part load
operation.

Note:
The arrangement of the cooling water system shown here is only one of
many possible solutions. It is recommended to inform MAN Diesel & Turbo in
advance in case other arrangements should be desired. In any case two sea
water coolers have to be installed to ensure continous operation while one
cooler is shut off (e.g. for cleaning).

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Cooler dimensioning, general

For special applications, e.g. GenSets or dual-fuel engines, supplements will
explain specific necessities and deviations.

For the design data of the system components shown in the diagram see
section Planning data for emission standard: IMO Tier II, Page 96 and follow-
ing sections.

The cooling water is to be conditioned using a corrosion inhibitor, see sec-
tion Specification of engine cooling water, Page 251.

LT = Low temperature

HT = High temperature

For coolers operated by seawater (not treated water), lube oil or MDO/MGO
on the primary side and treated freshwater on the secondary side, an addi-
tional safety margin of 10 % related to the heat transfer coefficient is to be
considered. If treated water is applied on both sides, MAN Diesel & Turbo
does not insist on this margin.

In case antifreeze is added to the cooling water, the corresponding lower
heat transfer is to be taken into consideration.

The cooler piping arrangement should include venting and draining facilities
for the cooler.

Open/closed system

Open system

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Characterised by "atmospheric pressure" in the expansion tank. Pre-pres-
sure in the system, at the suction side of the cooling water pump is given by
the geodetic height of the expansion tank (standard value 6 – 9 m above
crankshaft of engine).

Closed system

In a closed system, the expansion tank is pressurised and has no venting
connection to open atmosphere. This system is recommended in case the
engine will be operated at cooling water temperatures above 100 °C or an
open expansion tank may not be placed at the required geodetic height. Use
air separators to ensure proper venting of the system.

Note:
Insufficient venting of the cooling water system prevents air from escaping
which can lead to thermal overloading of the engine.

The cooling water system needs to be vented at the highest point in the
cooling system. Additional points with venting lines to be installed in the cool-
ing system according to layout and necessity.

In general LT system and HT system are separate systems, therefore, make
sure that the venting lines are always routed only to the associated expan-
sion tank. The venting pipe must be connected to the expansion tank below
the minimum water level, this prevents oxydation of the cooling water caused
by "splashing" from the venting pipe. The expansion tank should be equip-
ped with venting pipe and flange for filling of water and inhibitors.

Additional notes regarding venting pipe routing:

▪

The ventilation pipe should be continuously inclined (min. 5 degrees).

No restrictions, no kinks in the ventilation pipes.

▪
▪ Merging of ventilation pipes only permitted with appropriate cross-sec-

tional enlargement.

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Draining

At the lowest point of the cooling system a drain has to be provided. Addi-
tional points for draining to be provided in the cooling system according to
layout and necessity, e.g. for components in the system that will be removed
for maintenance.

LT cooling water system

In general the LT cooling water passes through the following components:

▪

Stage 2 of the two-stage charge air cooler (HE-008)

Lube oil cooler (HE-002)

Nozzle cooling water cooler (HE-005)

Fuel oil cooler (HE-007)

▪
▪ Gear lube oil cooler (HE-023) (or e.g. alternator cooling in case of a die-

sel-electric plant)

LT cooling water cooler (HE-024)

▪
▪ Other components such as, e.g., auxiliary engines (GenSets)

LT cooling water pumps can be either of enginedriven or electrically-driven
type.

In case an engine driven LT pump is used and no electric driven pump (LT
main pump) is installed in the LT circuit, an LT circulation pump has to be
installed. We recommend an electric driven pump with a capacity of approxi-
mately 5 m3/h at 2 bar pressure head. The pump has to be operated simulta-
neously to the prelubrication pump. In case a 100 % lube oil standby-pump
is installed, the circulation pump has to be increased to the size of a 100 %
LT standby pump to ensure cooling down the lube oil in the cooler during
prelubrication before engine start. For details please contact MAN Diesel &
Turbo.

The system components of the LT cooling water circuit are designed for a
max. LT cooling water temperature of 38 °C with a corresponding seawater
temperature of 32 °C (tropical conditions).

However, the capacity of the LT cooler (HE-024) is determined by the tem-
perature difference between seawater and LT cooling water. Due to this cor-
relation an LT freshwater temperature of 32 °C can be ensured at a seawater
temperature of 25 °C.

To meet the IMO Tier I/IMO Tier II regulations the set point of the temperature
regulator valve (MOV-016) is to be adjusted to 32 °C. However this tempera-
ture will fluctuate and reach at most 38 °C with a seawater temperature of 32
°C (tropical conditions). In case other temperatures are needed in the LT sys-
tem, the engine setting has to be adapted accordingly. Please contact MAN
Diesel & Turbo for further details.

The charge air cooler stage 2 (HE-008) and the lube oil cooler (HE-002) are
installed in series to obtain a low delivery rate of the LT cooling water pump
(P-076).

P-076/LT cooling water
pump

The delivery rates of the service and standby pump are mainly determined by
the cooling water required for the charge air cooler stage 2 and the other
coolers.

For operating auxiliary engines (GenSets) in port, the installation of an addi-
tional smaller pump is recommendable.

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MOV-003/Temperature
control valve for charge air
cooler

HE-002/Lube oil cooler

HE-024/LT cooling water
cooler

This three-way valve is to be installed as a mixing valve.

It serves two purposes:

1. In engine part load operation the charge air cooler stage 2 (HE-008) is

partially or completely by-passed, so that a higher charge air temperature
is maintained.

2. The valve reduces the accumulation of condensed water during engine
operation under tropical conditions by regulation of the charge air tem-
perature. Below a certain intake air temperature the charge air tempera-
ture is kept constant. When the intake temperature rises, the charge air
temperature will be increased accordingly.

The three-way valve is to be designed for a pressure loss of 0.3 – 0.6 bar
and is to be equipped with an actuator with high positioning speed. The
actuator must permit manual emergency adjustment.

For the description see section Lube oil system description, Page 279. For
heat data, flow rates and tolerances see section Planning data for emission
standard, Page 96 and the following. For the description of the principal
design criteria see paragraph Cooler dimensioning, general, Page 303.

For heat data, flow rates and tolerances of the heat sources see section
Planning data for emission standard, Page 96 and the following. For the
description of the principal design criteria for coolers see paragraph Cooler
dimensioning, general, Page 303.

MOV-016/LT cooling water
temperature regulator

This is a motor-actuated three-way regulating valve with a linear characteris-
tic. It is to be installed as a mixing valve. It maintains the LT cooling water at
set-point temperature (32 °C standard).

The three-way valve is to be designed for a pressure loss of 0.3 – 0.6 bar. It
is to be equipped with an actuator with normal positioning speed (high speed
not required). The actuator must permit manual emergency adjustment.

Note:
For engine operation with reduced NOx emission, according to IMO Tier
I/IMO Tier II requirement, at 100 % engine load and a seawater temperature
of 25 °C (IMO Tier I/IMO Tier II reference temperature), an LT cooling water
temperature of 32 °C before charge air cooler stage 2 (HE-008) is to be
maintained. For other temperatures, the engine setting has to be adapted.
For further details please contact MAN Diesel & Turbo.

In order to protect the engine and system components, several strainers are
to be provided at the places marked in the diagram before taking the engine
into operation for the first time. The mesh size is 1 mm.

Fil-021/Strainer

HE-005/Nozzle cooling water
cooler

The nozzle cooling water system is a separate and closed cooling circuit. It is
cooled down by LT cooling water via the nozzle cooling water cooler
(HE-005).

Heat data, flow rates and tolerances are indicated in section Planning data
for emission standard, Page 96 and the following. The principal design crite-
ria for coolers has been described before in paragraph Cooler dimensioning,
general, Page 303. For plants with two main engines only one nozzle cooling
water cooler (HE-005) is required. As an option a compact nozzle cooling
module (MOD-005) can be delivered, see section Nozzle cooling water mod-
ule, Page 316.

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HE-007/MDO/MGO cooler

T-075/LT cooling water
expansion tank

MAN Diesel & Turbo

This cooler is required to dissipate the heat of the fuel injection pumps during
MDO/MGO operation. For the description of the principal design criteria for
coolers see paragraph Cooler dimensioning, general, Page 303. For plants
with more than one engine, connected to the same fuel oil system, only one
MDO/MGO cooler is required.

The effective tank capacity should be high enough to keep approximately 2/3
of the tank content of T-002. In case of twin-engine plants with a common
cooling water system, the tank capacity should be by approximately 50 %
higher. The tanks T-075 and T-002 should be arranged side by side to facili-
tate installation. In any case the tank bottom must be installed above the
highest point of the LT system at any ship inclination.

For the recommended installation height and the diameter of the connecting
pipe, see table Service tanks capacity, Page 134.

HT cooling water circuit

General

The HT cooling water system consists of the following coolers and heat
exchangers:

▪

Charge air cooler stage 1 (HE-010)

Cylinder cooling

HT cooler (HE-003)

Heat utilisation, e.g. freshwater generator (HE-026)

HT cooling water preheater (H-020)

The HT cooling water pumps can be either of engine-driven or electrically-
driven type. The outlet temperature of the cylinder cooling water at the
engine is to be adjusted to 90 °C.

For HT cooling water systems, where more than one main engine is integra-
ted, each engine should be provided with an individual engine driven HT
cooling water pump. Alternatively common electrically-driven HT cooling
water pumps may be used for all engines. However, an individual HT temper-
ature control valve is required for each engine. The total cooler and pump
capacities are to be adapted accordingly.

The shipyard is responsible for the correct cooling water distribution, ensur-
ing that each engine will be supplied with cooling water at the flow rates
required by the individual engines, under all operating conditions. To meet
this requirement, orifices, flow regulation valves, by-pass systems etc. are to
be installed where necessary. Check total pressure loss in HT cirquit. The
delivery height of the attached pump must not be exceeded.

Before starting a cold engine, it is necessary to preheat the waterjacket up to
60 °C.

For the total heating power required for preheating the HT cooling water from
10 °C to 60 °C within 4 hours see table Heating power, Page 306 below.

Engine type

Min. heating power

(kW/cylinder)

Table 159: Heating power

L/V engine

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These values include the radiation heat losses from the outer surface of the
engine. Also a margin of 20 % for heat losses of the cooling system has been
considered.

To prevent a too quick and uneven heating of the engine, the preheating
temperature of the HT-cooling water must remain mandatory below 90 °C at
engine inlet and the circulation amount may not exceed 30 % of the nominal
flow. The maximum heating power has to be calculated accordingly.

A secondary function of the preheater is to provide heat capacity in the HT
cooling water system during engine part load operation. This is required for
marine propulsion plants with a high freshwater requirement, e.g. on passen-
ger vessels, where frequent load changes are common. It is also required for
arrangements with an additional charge air preheating by deviation of HT
cooling water to the charge air cooler stage 2 (HE-008). In this case the heat
output of the preheater is to be increased by approximately 50 %.

Please avoid an installation of the preheater in parallel to the engine driven
HT-pump. In this case, the preheater may not be operated while the engine
is running. Preheaters operated on steam or thermal oil may cause alarms
since a postcooling of the heat exchanger is not possible after engine start
(preheater pump is blocked by counterpressure of the engine driven pump).

An electrically driven pump becomes necessary to circulate the HT cooling
water during preheating. For the required minimum flow rate see table Mini-
mum flow rate during preheating and post-cooling, Page 307 below.

No. of cylinders, config.

Minimum flow rate required during
preheating and post-cooling

m3/h

7.2

8.4

9.6

12V

14V

16V

18V

10.8

14.4

16.8

19.2

21.6

Table 160: Minimum flow rate during preheating and post-cooling

The preheating of the main engine with cooling water from auxiliary engines
is also possible, provided that the cooling water is treated in the same way.
In that case, the expansion tanks of the two cooling systems have to be
installed at the same level. Furthermore, it must be checked whether the
available heat is sufficient to pre-heat the main engine. This depends on the
number of auxiliary engines in operation and their load. It is recommended to
install a separate preheater for the main engine, as the available heat from
the auxiliary engines may be insufficient during operation in port.

As an option MAN Diesel & Turbo can supply a compact preheating module
(MOD-004). One module for each main engine is recommended. Depending
on the plant layout, also two engines can be heated by one module.

Please contact MAN Diesel & Turbo to check the hydraulic cirquit and elec-
tric connections.

For heat data, flow rates and tolerances of the heat sources see section
Planning data for emission standard, Page 96 and following sections. For the
description of the principal design criteria for coolers see paragraph Cooler
dimensioning, general, Page 303.

HE-003/HT cooling water
cooler

HE-026/Fresh water
generator

The freshwater generator must be switched off automatically when the cool-
ing water temperature at the engine outlet drops below 88 °C continuously.

This will prevent operation of the engine at too low temperatures.

HT temperature control

The HT temperature control system consists of the following components:

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MAN Diesel & Turbo

▪

1 electrically activated three-way mixing valve with linear characteristic
curve (MOV-002).

1 temperature sensor TE, directly downstream of the three-way mixing
valve in the supply pipe to charge air cooler stage 1 (for EDS visualisation
and control of preheater valve).

This sensor will be delivered by MAN Diesel & Turbo and has to be instal-
led by the shipyard.

1 temperature sensor TE, directly downstream of the engine outlet.

This sensor is already installed at the engine by MAN Diesel & Turbo.

It serves to maintain the cylinder cooling water temperature constantly at 90
°C at the engine outlet – even in case of frequent load changes – and to pro-
tect the engine from excessive thermal load.

For adjusting the outlet water temperature (constantly to 90 °C) to engine
load and speed, the cooling water inlet temperature is controlled. The elec-
tronic water temperature controller recognizes deviations by means of the
sensor at the engine outlet and afterwards corrects the reference value
accordingly.

▪

The electronic temperature controller is installed in the switch cabinet of
the engine room.

For a stable control mode, the following boundary conditions must be
observed when designing the HT freshwater system:

▪

The temperature sensor is to be installed in the supply pipe to stage 1 of
the charge air cooler. To ensure instantaneous measurement of the mix-
ing temperature of the three-way mixing valve, the distance to the valve
should be 5 to 10 times the pipe diameter.

The three-way valve (MOV-002) is to be installed as a mixing valve. It is
to be designed for a pressure loss of 0.3 – 0.6 bar. It is to be equipped
with an actuator of high positioning speed. The actuator must permit
manual emergency adjustment.

The pipes within the system are to be kept as short as possible in order
to reduce the dead times of the system, especially the pipes between the
three-way mixing valve and the inlet of the charge air cooler stage 1
which are critical for the control.

The same system is required for each engine, also for multi-engine installa-
tions with a common HT fresh water system.

In case of a deviating system layout, MAN Diesel & Turbo is to be consulted.

P-002/HT cooling water
pumps

The engine is normally equipped with an attached HT pump (default solu-
tion).

The standby pump has to be of the electrically driven type.

It is required to cool down the engine for a period of 15 minutes after shut-
down. For this purpose the standby pump can be used. In case that neither
an electrically driven HT cooling water pump nor an electrically driven
standby pump is installed (e.g. multi-engine plants with engine driven HT
cooling water pump without electrically driven HT standby pump, if applica-
ble by the classification rules), it is possible to cool down the engine by a
separate small preheating pump, see table Minimum flow rate during pre-
heating and post-cooling, Page 307. If the optional preheating unit

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T-002/HT cooling water
expansion tank

(MOD-004) with integrated circulation pump is installed, it is also possible to
cool down the engine with this small pump. However, the pump used to cool
down the engine, has to be electrically driven and started automatically after
engine shut-down.

None of the cooling water pumps is a self-priming centrifugal pump.

Design flow rates should not be exceeded by more than 15 % to avoid cavi-
tation in the engine and its systems. A throttling orifice is to be fitted for
adjusting the specified operating point.

The expansion tank compensates changes in system volume and losses due
to leakages. It is to be arranged in such a way, that the tank bottom is situ-
ated above the highest point of the system at any ship inclination.

The expansion pipe shall connect the tank with the suction side of the
pump(s), as close as possible. It is to be installed in a steady rise to the
expansion tank, without any air pockets. Minimum required diameter is
DN 32 for L engines and DN 40 for V engines.

For the required volume of the tank, the recommended installation height and
the diameter of the connection pipe, see table Service tanks capacity, Page
134.

Tank equipment:

▪

Sight glass for level monitoring

Low-level alarm switch

▪
▪ Overflow and filling connection
Inlet for corrosion inhibitor

▪

FSH-002/Condensate
monitoring tank (not
indicated in the diagram)

Only for acceptance by Bureau Veritas:

The condensate deposition in the charge air cooler is drained via the con-
densate monitoring tank. A level switch releases an alarm when condensate
is flooding the tank.

5.3.3

Cooling water collecting and supply system

T-074/Cooling water collecting tank

The tank is to be dimensioned and arranged in such a way that the cooling
water content of the circuits of the cylinder, turbocharger and nozzle cooling
systems can be drained into it for maintenance purposes.

This is necessary to meet the requirements with regard to environmental pro-
tection (water has been treated with chemicals) and corrosion inhibition (re-
use of conditioned cooling water).

P-031/Transfer pump (not indicated in the diagram)

The content of the collecting tank can be discharged into the expansion
tanks by a freshwater transfer pump.

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5.3.4

Low speed operation – Water system

Low speed operation

In case the engine is operated below 60 % of nominal speed, the following
items have to be taken in account:

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▪

HT-cooling water flow has to be maintained above minimum flow rate,
given from section Planning data for emission standard, Page 96 to sec-
tion Planning data for emission standard: IMO Tier II – Suction dredger/
pumps (mechanical drive), Page 121.

HT-cooling water pressure at the engine inlet has to be kept above the
minimum pressure, given in section Planning data for emission standard,
Page 96 to section Planning data for emission standard: IMO Tier II –
Suction dredger/pumps (mechanical drive), Page 121.

Single engine plants

The attached cooling water pumps may fall below the required performance
data, therefore we recommend to use an electrical driven support service
pump (P 089). For installation of the pump follow strictly the P&ID in the fol-
lowing figure Cooling water system – Low speed operation, Page 311. Per-
formance data for the pump are given from section Planning data for emis-
sion standard, Page 96 to section Planning data for emission standard: IMO
Tier II – Suction dredger/pumps (mechanical drive), Page 121. To cover
operation during blackout, we recommend to connect the pump to the
emergency power grid (switch over from standard net to emergency grid in
case of blackout). For details contact MAN Diesel & Turbo or the licensee.

Multi engine plants

In case the plant is designed for two or more engines that are operated
totally independent from each other, the HT-service stand-by-pump may be
used for the function of the support service pump. This item has to be
checked with the classification society and MAN Diesel & Turbo technical
staff. In case the engines are not independent from each other (no redun-
dancy), the system has to be equipped with support pumps as described
above (see paragraph Single engine plant, Page 310 above). For details con-
tact MAN Diesel & Turbo or the licensee.

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Cooling water system – Low speed operation

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Components

Sea water filter

1,2
FIL-019
1,2
FIL-021
HE-002 Lube oil cooler

Strainer for commissioning

HE-003 Cooler for HT cooling water
HE-005 Nozzle cooling water cooler
HE-007 Diesel oil cooler

MAN Diesel & Turbo

HE-034 Cooler for compressor wheel casing

MOV-002 HT cooling water temperature control

valve

MOV-003 Charge air temperature control

(CHATCO)

MOD-004 Preheating module
MOD-005 Nozzle cooling module
MOV-016 LT cooling water temperature control

valve

HE-008 Charge air cooler (Stage 2)
HE-010 Charge air cooler (Stage 1)

1P-002 Attached HT cooling water pump
2P-002 HT cooling water stand-by pump, free

HE-023 Gearbox lube oil cooler
HE-024 Cooler for LT cooling water
HE-026 Fresh water generator

Major cooling water engine connections

3102 HT cooling water inlet
3111 HT cooling water outlet
3121 HT cooling water inlet
3201 LT cooling water inlet
3211 LT cooling water outlet

Connections to the nozzle cooling mod-

ule

standing

1,2P-062 Sea water pump
1,2P-076 Pump for LT cooling water

1P-089 HT cooling water service support pump,

free standing

3215 Compressor cooling water outlet
3401 Nozzle cooling water inlet
3411 Nozzle cooling water outlet
T-002 HT cooling water expansion tank
T-075 LT cooling water expansion tank

N1,N2 Return/feeding of engine nozzle cooling

N3,N4 Inlet/outlet LT cooling water

water

Figure 115: Cooling water system – Low speed operation

5.3.5

Miscellaneous items

Piping

Coolant additives may attack a zinc layer. It is therefore imperative to avoid to
use galvanised steel pipes. Treatment of cooling water as specified by MAN
Diesel & Turbo will safely protect the inner pipe walls against corrosion.

Moreover, there is the risk of the formation of local electrolytic element cou-
ples where the zinc layer has been worn off, and the risk of aeration corro-
sion where the zinc layer is not properly bonded to the substrate.

See the instructions in our Work card 6682 000.16-01E for cleaning of steel
pipes before fitting.

Pipes shall be manufactured and assembled in a way that ensures a proper
draining of all segments. Venting is to be provided at each high point of the
pipe system and drain openings at each low point.

Cooling water pipes are to be designed according to pressure values and
flow rates stated in section Planning data for emission standard, Page 96
and the following sections. The engine cooling water connections have to be
designed according to PN10/PN16.

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Turbocharger washing equipment

The turbocharger of engines operating on heavy fuel oil must be cleaned at
regular intervals. This requires the installation of a freshwater supply line from
the sanitary system to the turbine washing equipment and two dirty-water
drain pipes via a funnel (for visual inspection) to the sludge tank.

The water lance must be removed after every washing process. This is a pre-
cautionary measure, which serves to prevent an inadvertent admission of
water to the turbocharger.

The compressor washing equipment is completely mounted on the turbo-
charger and is supplied with freshwater from a small tank.

For further information see the turbocharger project guide. You can also find
the latest updates on our website http://www.mandieselturbo.com/
0000089/Products/Turbocharger.html

5.3.6

Cleaning of charge air cooler (built-in condition) by a ultrasonic device

The cooler bundle can be cleaned without being removed. Prior to filling with
cleaning solvent, the charge air cooler and its adjacent housings must be iso-
lated from the turbocharger and charge air pipe using blind flanges.

▪

The casing must be filled and drained with a big firehose with shut-off
valve (see P&I). All piping dimensions DN 80.

If the cooler bundle is contaminated with oil, fill the charge air cooler cas-
ing with freshwater and a liquid washing-up additive.

Insert the ultrasonic cleaning device after addition of the cleaning agent in
default dosing portion.

Flush with freshwater (Quantity: approx. 2x to fill in and to drain).

The contaminated water must be cleaned after every sequence and must be
drained into the dirty water collecting tank.

Recommended cleaning medium:

"PrimeServ Clean MAN C 0186"

Increase in differential pressure1)

Degree of fouling

Cleaning period (guide value)

< 100 mm WC

100 – 200 mm WC

200 – 300 mm WC

> 300 mm WC

Hardly fouled

Slightly fouled

Severely fouled

Extremely fouled

Cleaning not required

approx. 1 hour

approx. 1.5 hour

approx. 2 hour

1) Increase in differential pressure = actual condition – New condition (mm WC = mm water column).

Table 161: Degree of fouling of the charge air cooler

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Note:
When using cleaning agents:
The instructions of the manufacturers must be observed. Particular the data
sheets with safety relevance must be followed. The temperature of these
products has, (due to the fact that some of them are inflammable), to be at
10 °C lower than the respective flash point. The waste disposal instructions
of the manufacturers must be observed. Follow all terms and conditions of
the Classification Societies.

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1 Installation ultrasonic cleaning
3 Firehose

2 Firehose with sprag nozzle
4 Dirty water collecting tank.

5 Ventilation

Figure 116: Principle layout

Required size of dirty water collecting tank:
Volume at the least 4-multiple charge air
cooler volume.

A Isolation with blind flanges

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5.3.7

Turbine washing device, HFO-operation

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5.3.8

Nozzle cooling system and diagram

General

Nozzle cooling system description

In HFO operation, the nozzles of the fuel injection valves are cooled by fresh-
water circulation, therefore a nozzle cooling water system is required. It is a
separate and closed system re-cooled by the LT cooling water system, but
not directly in contact with the LT cooling water. The nozzle cooling water is
to be treated with corrosion inhibitor according to MAN Diesel & Turbo speci-
fication see section Specification for engine cooling water, Page 251.

Note:
In diesel engines designed to operate prevalently on HFO the injection valves
are to be cooled during operation on HFO. In the case of MGO or MDO
operation exceeding 72 h, the nozzle cooling is to be switched off and the
supply line is to be closed. The return pipe has to remain open.
In diesel engines designed to operate exclusively on MGO or MDO (no HFO
operation possible), nozzle cooling is not required. The nozzle cooling system
is omitted.

For operation on HFO or gas, the nozzle cooling system has to be activated.

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Nozzle cooling system

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D-001 Diesel engine

FIL-021 Strainer, cooling water system, for com-

T-076 Nozzle cooling water expansion tank
TCV-005 Temperature control valve for nozzle

missioning

HE-005 Nozzle cooling water cooler
P-005 Nozzle cooling water pump
P-031 Filling pump
T-039 Cooling water storage tank

Figure 118: Nozzle cooling system

cooling water

FBV-020 Flow balancing valve

3471 Nozzle cooling water inlet
3495 Nozzle cooling water drain
3499 Nozzle cooling water outlet

P-005/Cooling water pump

The centrifugal (non self-priming) pump discharges the cooling water via
cooler HE-005 and the strainer FIL-021 to the header pipe on the engine and
then to the individual injection valves.

From here, it is pumped through a manifold into the expansion tank from
where it returns to the pump.

One system can be installed for up to three engines.

T-076/Expansion tank

For the installation height above the crankshaft centreline see section Plan-
ning data for emission standard, Page 96 and the following.

If there is not enough room to install the tank at the prescribed height, an
alternative pressure system of modular design is available, permitting installa-
tion at the engine room floor level next to the engine (see figure Nozzle cool-
ing system, Page 317).

The system is to be closed with an over-/underpressure valve on tank top to
prevent flashing to steam.

The cooler is to be connected in the LT cooling water circuit according to
schematic diagram. Cooling of the nozzle cooling water is effected by the LT
cooling water.

If an antifreeze is added to the cooling water, the resulting lower heat transfer
rate must be taken into consideration. The cooler is to be provided with vent-
ing and draining facilities.

The temperature control valve with thermal-expansion elements regulates the
flow through the cooler to reach the required inlet temperature of the nozzle
cooling water. It has a regulating range from approximately 50 °C (valve
begins to open the pipe from the cooler) to 60 °C (pipe from the cooler com-
pletely open).

To protect the nozzles for the first commissioning of the engine a strainer has
to be provided. The mesh size is 0.25 mm.

HE-005/Cooler

TCV-005/Temperature
control valve

FIL-021/Strainer

TE/Temperature sensor

The sensor is mounted upstream of the engine and is delivered loose by
MAN Diesel & Turbo. Wiring to the common engine terminal box is present.

5.3.9

Nozzle cooling water module

Purpose

The nozzle cooling water module serves for cooling the fuel injection nozzles
on the engine in a closed nozzle cooling water circuit.

Design

The nozzle cooling water module consists of a storage tank, on which all
components required for nozzle cooling are mounted.

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Description

By means of a circulating pump, the nozzle cooling water is pumped from
the service tank through a heat exchanger and to the fuel injection nozzles.
The return pipe is routed back to the service tank, via a sight glass. Through
the sight glass, the nozzle cooling water can be checked for contamination.
The heat exchanger is integrated in the LT cooling water system. By means
of a temperature control valve, the nozzle cooling water temperature
upstream of the nozzles is kept constant. The performance of the service
pump is monitored within the module by means of a flow switch. If required,
the optional standby pump integrated in the module, is started. Throughput
0.8 – 10.0 m³/h nozzle cooling water, suitable for cooling of all number of cyl-
inders of the current engine types and for single or double engine plants.
Required flow rates for the respective engine types and number of cylinders
see section Planning data for emission standard, Page 96 and the following.

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MAN Diesel & Turbo

Part list

1 Tank
3 Plate heat exchanger
5 Safety valve
7 Pressure gauge
9 Thermometer

11 Sight glass
13 Valve with non-return
15 Expansion pot
17 Ball-type cock
19 Ball-type cock
21 Flexible hose

Connection

2 Circulating pump
4 Inspection hatch
6 Automatic-venting
8 Valve

10 Thermometer
12 Flow switch set point
14 Temperature regulating valve
16 Ball-type cock
18 Ball-type cock
20 Switch cabinet

N1 Nozzle cooling water return from engine
N3 Cooling water inlet
N5 Check for "oil in water"
N7 Discharge

N2 Nozzle cooling water outlet to engine
N4 Cooling water outlet
N6 Filling connection

Figure 119: Example: Compact nozzle cooling water module

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D-001 Diesel engine

FIL-021 Strainer for commissioning

T-076 Nozzle cooling water expansion tank
TCV-005 Temperature control valve for nozzle

HE-005 Nozzle cooling water cooler
MOD-005 Nozzle cooling water module
P-005 Nozzle cooling water pump
T-039 Cooling water storage tank

Figure 120: Nozzle cooling water module

cooling water

3471 Nozzle cooling water inlet
3495 Nozzle cooling water drain
3499 Nozzle cooling water outlet

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5.3.10

Preheating module

1 Electric flow heater
3 Circulation pump
5 Savety valve
A Cooling water inlet

2 Switch cabinet
4 Non-return valve
6 Manometer (filled with glycerin)
B Cooling water outlet

Figure 121: Example – Compact preheating cooling water module

5.4

Fuel oil system

5.4.1

Marine diesel oil (MDO) treatment system

A prerequisite for safe and reliable engine operation with a minimum of serv-
icing is a properly designed and well-functioning fuel oil treatment system.

The schematic diagram shows the system components required for fuel
treatment for marine diesel oil (MDO).

T-015/MDO storage tank

The minimum effective capacity of the tank should be sufficient for the opera-
tion of the propulsion plant, as well as for the operation of the auxiliary die-
sels for the maximum duration of voyage including the resulting sediments
and water. Regarding the tank design, the requirements of the respective
classification society are to be observed.

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Tank heating

The tank heater must be designed so that the MDO in it is at a temperature
of at least 10 °C minimum above the pour point. The supply of the heating
medium must be automatically controlled as a function of the MDO tempera-
ture.

T-021/Sludge tank

If disposal by an incinerator plant is not planned, the tank has to be dimen-
sioned so that it is capable to absorb all residues which accumulate during
the operation in the course of a maximum duration of voyage. In order to
render emptying of the tank possible, it has to be heated.

The heating is to be dimensioned so that the content of the tank can be
heated to approximately 40 °C.

P-073/MDO supply pump

The supply pumps should always be electrically driven, i.e. not mounted on
the separator, as the delivery volume can be matched better to the required
throughput.

H-019/MDO preheater

In order to achieve the separating temperature, a separator adapted to suit
the fuel viscosity should be fitted.

CF-003/MDO separator

A self-cleaning separator must be provided. The separator is dimensioned in
accordance with the separator manufacturers' guidelines.

The required flow rate (Q) can be roughly determined by the following equa-
tion:

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Q [l/h] Separator flow rate
P [kW] Total engine output

be [g/kWh] Fuel consumption

ρ [g/l] Density at separating temp approximately 870 kg/m3 =

g/dm3

With the evaluated flow rate, the size of the separator has to be selected
according to the evaluation table of the manufacturer. The separator rating
stated by the manufacturer should be higher than the flow rate (Q) calculated
according to the above formula.

By means of the separator flow rate, which was determined in this way, the
separator type, depending on the fuel viscosity, is selected from the lists of
the separator manufacturers.

For the first estimation of the maximum fuel consumption (be), increase the
specific table value by 15 %, see section Planning data, Page 96.

For specific values contact MAN Diesel & Turbo.

In the following, characteristics affecting the fuel oil consumption are listed
exemplary:

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▪

Tropical conditions

The engine-mounted pumps

Fluctuations of the calorific value

The consumption tolerance

Withdrawal points for samples

Points for drawing fuel oil samples are to be provided upstream and down-
stream of each separator, to verify the effectiveness of these system compo-
nents.

T-003/MDO service tank

See description in section Heavy fuel oil (HFO) supply system, Page 339.

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CF-003 MDO separator
H-019 MDO preheater
P-057 Diesel oil filling pump
P-073 MDO supply pump

Figure 122: MDO treatment system

T-015 MDO storage tank
T-021 Sludge tank

1,2T-003 MDO service tank

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5.4.2

Marine diesel oil (MDO) supply system for diesel engines

General

The MDO supply system is an open system with open deaeration service
tank. Normally one or two main engines are connected to one fuel system if
required auxiliary engines can be connected to the same fuel system as well
(not indicated in the diagram).

MDO fuel viscosity

MDO-DMB with a max. nominal viscosity of 11 cSt (at 40 °C), or lighter MDO
qualities, can be used.

At engine inlet the fuel viscosity should be 11 cSt or less. The fuel tempera-
ture has to be adapted accordingly. It is also to make sure, that the MDO fuel
temperature of max. 45 °C in engine inlet (for all MDO qualities) is not excee-
ded. Therefore, a tank heating and a cooler in the fuel return pipe are
required.

T-003/MDO service tank

The classification societies specify that at least two service tanks are to be
installed on board. The minimum tank capacity of each tank should, in addi-
tion to the MDO consumption of other consumers, enable a full load opera-
tion of min. 8 operating hours for all engines under all conditions.

The tank should be provided with a sludge space with a tank bottom inclina-
tion of preferably 10° and sludge drain valves at the lowest point, an overflow
pipe from the MDO/MGO service tank T-003 to the MDO/MGO storage tank
T-015, with heating coils and insulation.

If DMB fuel with 11 cSt (at 40 °C) is used, the tank heating is to be designed
to keep the tank temperature at min. 40 °C.

For lighter types of MDO it is recommended to heat the tank in order to
reach a fuel viscosity of 11 cSt or less. Rules and regulations for tanks,
issued by the classification societies, must be observed.

The required minimum MDO capacity of each service tank is:

VMDOST = (Qp x to x Ms )/(3 x 1000 l/m3)

Required min. volume of one MDO service tank

VMDOST

Required supply pump capacity, MDO 45 °C

See paragraph P-008/Supply pump, Page 327.

Operating time

to = 8 h

Margin for sludge

MS = 1.05

Table 162: Required minimum MDO capacity

l/h

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In case more than one engine or different engines are connected to the same
fuel system, the service tank capacity has to be increased accordingly.

STR-010/Y-type strainer

To protect the fuel supply pumps, an approximately 0.5 mm gauge (sphere-
passing mesh) strainer is to be installed at the suction side of each supply
pump.

P-008/Supply pump

The supply pump shall keep sufficient fuel pressure before the engine.

The volumetric capacity must be at least 300 % of the maximum fuel con-
sumption of the engine, including margins for:

▪

Tropical conditions

Realistic heating value and

Tolerance

To reach this, the supply pump has to be designed according to the follow-
ing formula:

Qp = P1 x brISO1 x f3

Required supply pump capacity with MDO 45 °C

Engine output power at 100 % MCR

Specific engine fuel consumption (ISO) at 100 %
MCR:

l/h

brISO1

g/kWh

Factor for pump dimensioning: f3 = 3.75 x 10-3

l/g

Table 163: Formula to design the supply pump

In case more than one engine or different engines are connected to the same
fuel system, the pump capacity has to be increased accordingly.

The delivery height shall be selected with reference to the system losses and
the pressure required before the engine (see section Planning data for emis-
sion standard, Page 96 and the following). Normally the required delivery
height is 10 bar.

FIL-003/Automatic filter

The automatic filter should be a type that causes no pressure drop in the
system during flushing sequence. The filter mesh size shall be 0.010 mm
(absolute) for common rail injection and 0.034 mm (absolute) for conventional
injection.

The automatic filter must be equipped with differential pressure indication
and switches.

The design criterion relies on the filter surface load, specified by the filter
manufacturer.

A by-pass pipe in parallel to the automatic filter is required. A stand-by filter
in the by-pass is not required. In case of maintenance on the automatic filter,
the by-pass is to be opened; the fuel is then filtered by the duplex filter
FIL-013.

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MDO supply system for only
one main engine and without
auxiliary engines
MDO supply system for more
than one main engine or/and
additional auxiliary engines

MDO supply systems for only
one main engine and without
auxiliary engines
MDO supply systems for
more than one main engine
or/and additional auxiliary
engines

MDO supply systems for only
one main engine and without
auxiliary engines:
MDO supply systems for
more than one main engine
or/and additional auxiliary
engines:

MAN Diesel & Turbo

FIL-013/Duplex filter

See description in section Heavy fuel oil (HFO) supply system, Page 339.

FBV-010/Flow balancing valve

The flow balancing valve FBV-010 is not required.

The flow balancing valve (1,2FBV-010) is required at the fuel outlet of each
engine. It is used to adjust the individual fuel flow for each engine. It will com-
pensate the influence (flow distribution due to pressure losses) of the piping
system. Once these valves are adjusted, they have to be blocked and must
not be manipulated later.

PCV-011/Spill valve

Spill valve PCV-011 is not required.

This valve is to be adjusted so that rerouting is effected only when the pres-
sure, in comparison to normal operation (multi-engine operation), is excee-
ded. This valve should be designed as a pressure relief valve, not as a safety
valve.

V-002/Shut-off cock

Shut-off cock V-002 is not required.

The stop cock is closed during normal operation (multi-engine operation).
When one engine is separated from the fuel circuit for maintenance purpo-
ses, this cock has to be opened manually.

HE-007/MDO cooler

The MDO cooler is required to cool down the fuel, which was heated up
while circulating through the injection pumps. The MDO cooler is normally
connected to the LT cooling water system and should be dimensioned so
that the MDO does not exceed a temperature of max. 45 °C.

The thermal design of the cooler is based on the following data:

Pc = P1 x brISO1 x f1

Qc = P1 x brISO1 x f2

Cooler outlet temperature MDO1)

Tout = 45 °C

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Dissipated heat of the cooler

MDO flow for thermal dimensioning of the cooler2)

Engine output power at 100 % MCR

l/h

Specific engine fuel consumption (ISO) at 100 % MCR

brISO1

g/kWh

Factor for heat dissipation:

f1= 2.68 x 10-5

Factor for MDO flow:

f2 = 2.80 x 10-3

l/g

Note:
In case more than one engine, or different engines are connected to the same fuel system, the cooler capacity has to
be increased accordingly.

1) This temperature has to be normally max. 45 °C. Only for very light MGO fuel types this temperature has to be even
lower in order to preserve the min. admissible fuel viscosity in engine inlet (see section Viscosity-temperature diagram
(VT diagram), Page 249).

2) The max. MDO/MGO throughput is identical to the delivery quantity of the installed supply pump P-008.

Table 164: Calculation of cooler design

The recommended pressure class of the MDO cooler is PN16.

PCV-008/Pressure retaining valve

In open fuel supply systems (fuel loop with circulation through the service
tank; service tank under atmospheric pressure) this pressure-retaining valve
is required to keep the system pressure to a certain value against the service
tank. It is to be adjusted so that the pressure before engine inlet can be
maintained in the required range (see section Operating/service temperatures
and pressures, Page 130).

FSH-001/Leakage fuel monitoring tank

High pressure pump overflow and escaping fuel from burst control pipes is
carried to the monitoring tanks from which it is drained into the leakage oil
collecting tank. The float switch mounted in the tanks must be connected to
the alarm system. The classification societies require the installation of moni-
toring tanks for unmanned engine rooms. Lloyd's Register specify monitoring
tanks for manned engine rooms as well.

T-006/Leakage oil collecting tank

Leakage fuel from the injection pipes, leakage lubrication oil and dirt fuel oil
from the filters (to be discharged by gravity) are collected in the leakage oil
collecting tank (T-006). The content of this tank has to be discharged into the
sludge tank (T-021) or it can be burned for instance in a waste oil boiler. It is
not permissible to add the content of the tank to the fuel treatment system
again because of contamination with lubrication oil.

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Withdrawal points for samples

Points for drawing fuel oil samples are to be provided upstream and down-
stream of each filter, to verify the effectiveness of these system components.

T-015/MDO storage tank

See description in section Marine diesel oil (MDO) treatment system, Page
322.

FQ-003/Fuel consumption meter

In case a fuel oil consumption measurement is required (not mentioned in the
diagram), a fuel oil consumption meter is to be installed upstream and down-
stream of each engine (differentiation measurement).

General notes

The arrangement of the final fuel filter directly upstream of the engine inlet
(depending on the plant design the final filter could be either the duplex filter
FIL-013 or the automatic filter FIL-003) has to ensure that no parts of the fil-
ter itself can be loosen.

The pipe between the final filter and the engine inlet has to be done as short
as possible and is to be cleaned and treated with particular care to prevent
damages (loosen objects/parts) to the engine. Valves or components shall
not be installed in this pipe. It is required to dismantle this pipe completely in
presents of our commissioning personnel for a complete visual inspection of
all internal parts before the first engine start. Therefore, flange pairs have to
be provided on eventually installed bands.

For the fuel piping system we recommend to maintain a MDO flow velocity
between 0.5 and 1.0 m/s in suction pipes and between 1.5 and 2 m/s in
pressure pipes. The recommended pressure class for the fuel pipes is PN16.

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Fuel supply (MDO) – Single engine plant

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CF-003 MDO separator
D-001 Diesel engine
FIL-003 Automatic filter
FIL-013 Fuel duplex filter

FSH-001 Leakage fuel oil monitoring tank

HE-007 MDO cooler

PCV-008 Pressure retaining valve
1,2 P-008 Supply pump

1,2
STR-010

Strainer

Figure 123: Fuel supply (MDO) – Single engine plant

1,2 T-003 MDO service tank

T-006 Leakage oil collecting tank
T-015 MDO storage tank
T-021 Sludge tank
5671 Fuel engine inlet
5693 Leakage fuel pipe from supervising
5694 Leakage fuel drain
5699 Fuel engine outlet

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Fuel supply (MDO) – Twin engine plant

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CF-003 MDO separator

1,2 D-001 Diesel engine

Strainer

1,2
STR-010
1,2 T-003 MDO service tank

1,2
FBV-010

Flow balancing valve

T-006 Leakage oil collecting tank

T-015 MDO storage tank
T-021 Sludge tank

Leakage fuel oil monitoring tank

V-002 Shut-off cock

FIL-003 Automatic filter

Duplex filter

1,2
FIL-013
1,2
FSH-001

HE-007 MDO cooler

PCV-008 Pressure retaining valve
PCV-011 Spill valve
1,2 P-008 Supply pump

Figure 124: Fuel supply (MDO) – Twin engine plant

5671 Fuel engine inlet
5693 Leakage fuel pipe from supervising
5694 Leakage fuel drain
5699 Fuel engine outlet

5.4.3

Heavy fuel oil (HFO) treatment system

A prerequisite for safe and reliable engine operation with a minimum of serv-
icing is a properly designed and well-functioning fuel oil treatment system.

The schematic diagram shows the system components required for fuel
treatment for heavy fuel oil (HFO).

Bunker

Fuel compatibility problems are avoidable if mixing of newly bunkered fuel
with remaining fuel can be prevented by a suitable number of bunkers. Heat-
ing coils in bunkers need to be designed so that the HFO in it is at a temper-
ature of at least 10 °C minimum above the pour point.

P-038/Transfer pump

The transfer pump discharges fuel from the bunkers into the settling tanks.
Being a screw pump, it handles the fuel gently, thus prevent water being
emulsified in the fuel. Its capacity must be sized so that the complete settling
tank can be filled in ≤ 2 hours.

T-016/Settling tank for HFO

Two settling tanks should be installed, in order to obtain thorough pre-clean-
ing and to allow fuels of different origin to be kept separate. When using RM-
fuels we recommend two settling tanks for each fuel type (high sulphur HFO,
low sulphur HFO).

Pre-cleaning by settling is the more effective the longer the solid material is
given time to settle. The storage capacity of the settling tank should be
designed to hold at least a 24-hour supply of fuel at full load operation,
including sediments and water the fuel contains.

The minimum volume (V) to be provided is:

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V [m3] Minimum volume
P [kW] Engine rating

Tank heating

The heating surfaces should be so dimensioned that the tank content can be
evenly heated to 75 °C within 6 to 8 hours. The supply of heat should be
automatically controlled, depending on the fuel oil temperature.

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In order to avoid:

▪

Agitation of the sludge due to heating, the heating coils should be
arranged at a sufficient distance from the tank bottom.

The formation of asphaltene, the fuel oil temperature should not be per-
missible to exceed 75 °C.

The formation of carbon deposits on the heating surfaces, the heat
transferred per unit surface must not exceed 1.1 W/cm2.

The tank is to be fitted with baffle plates in longitudinal and transverse direc-
tion in order to reduce agitation of the fuel in the tank in rough seas as far as
possible. The suction pipe of the separator must not reach into the sludge
space. One or more sludge drain valves, depending on the slant of the tank
bottom (preferably 10°), are to be provided at the lowest point. Tanks reach-
ing to the ship hull must be heat loss protected by a cofferdam. The settling
tank is to be insulated against thermal losses.

Sludge must be removed from the settling tank before the separators draw
fuel from it.

T-021/Sludge tank

The heating is to be dimensioned so that the content of the tank can be
heated to approximately 60 °C.

P-015/Heavy fuel supply pump

The supply pumps should preferably be of the free-standing type, i.e. not
mounted on the separator, as the delivery volume can be matched better to
the required throughput.

H-008/Preheater for HFO

To reach the separating temperature a preheater matched to the fuel viscos-
ity has to be installed.

CF-002/Separator

As a rule, poor quality, high viscosity fuel is used. Two new generation sepa-
rators must therefore be installed.

Recommended separator manufacturers and types:

Alfa Laval: Alcap, type SU

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Design

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Westfalia: Unitrol, type OSE

Separators must always be provided in sets of 2 of the same type

▪

1 service separator

1 stand-by separator

of self-cleaning type.

As a matter of principle, all separators are to be equipped with an automatic
programme control for continuous desludging and monitoring.

Mode of operation

The stand-by separator is always to be put into service, to achieve the best
possible fuel cleaning effect with the separator plant as installed.

Size

The piping of both separators is to be arranged in accordance with the man-
ufacturer´s advice, preferably for both parallel and series operation.

The discharge flow of the free-standing dirty oil pump is to be split up equally
between the two separators in parallel operation.

The freshwater supplied must be treated as specified by the separator sup-
plier.

The required flow rate (Q) can be roughly determined by the following equa-
tion:

The required design flow rate (Q) can be roughly determined by the following
equation:

Q [l/h] Separator flow rate
P [kW] Total engine output

be [g/kWh] Fuel consumption

ρ [g/l] Density at separating temp approximately 930 kg/m3 =

g/dm3

By means of the separator flow rate, which was determined in this way, the
separator type, depending on the fuel viscosity, is selected from the lists of
the separator manufacturers.

For the first estimation of the maximum fuel consumption (be), increase the
specific table value by 15 %, see section Planning data, Page 96.

For specific values contact MAN Diesel & Turbo.

In the following, characteristics affecting the fuel oil consumption are listed
exemplary:

▪

Tropical conditions

The engine-mounted pumps

Fluctuations of the calorific value

The consumption tolerance

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Withdrawal points for samples

Points for drawing fuel oil samples are to be provided upstream and down-
stream of each separator, to verify the effectiveness of these system compo-
nents.

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HFO treatment system

1,2
CF-002

Heavy fuel separator (1 service, 1
standby)

1,2 H-008 Heavy fuel oil preheater
MDO-008 Fuel oil module
1,2 P-015 Heavy fuel supply pump

Figure 125: HFO treatment system

1,2 P-038 Heavy fuel transfer pump

1,2 T-016 Settling tank for heavy fuel oil

T-021 Sludge tank

1,2 T-022 Service tank for heavy fuel oil

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5.4.4

Heavy fuel oil (HFO) supply system

To ensure that high-viscosity fuel oils achieve the specified injection viscosity,
a preheating temperature is necessary, which may cause degassing prob-
lems in conventional, pressureless systems.

A remedial measure is adopting a pressurised system in which the required
system pressure is 1 bar above the evaporation pressure of water.

Fuel

mm2/50 °C

180

320

380

420

500

700

Injection
viscosity1)

mm2/s

Temperature after
final preheater

Evaporation
pressure

Required system
pressure

°C

126

138

142

144

141

147

bar

1.4

2.4

2.7

2.9

2.7

3.2

bar

2.4

3.4

3.7

3.9

3.7

4.2

1) For fuel viscosity depending on fuel temperature please see section Viscosity-temperature diagram (VT diagram),
Page 249.

Table 165: Injection viscosity and temperature after final preheater

The indicated pressures are minimum requirements due to the fuel charac-
teristic. Nevertheless, to meet the required fuel pressure at the engine inlet
(see section Planning data for emission standard, Page 96 and the following),
the pressure in the mixing tank and booster circuit becomes significant
higher as indicated in this table.

T-022/Heavy fuel oil service tank

The heavy fuel oil cleaned in the separator is passed to the service tank, and
as the separators are in continuous operation, the tank is always kept filled.

To fulfil this requirement it is necessary to fit the heavy fuel oil service tank
T-022 with overflow pipes, which are connected with the setting tanks
T-016. The tank capacity is to be designed for at least eight-hours' fuel sup-
ply at full load so as to provide for a sufficient period of time for separator
maintenance.

The tank should have a sludge space with a tank bottom inclination of pref-
erably 10°, with sludge drain valves at the lowest point, and is to be equip-
ped with heating coils.

The sludge must be drained from the service tank at regular intervals.

The heating coils are to be designed for a tank temperature of 75 °C.

The rules and regulations for tanks issued by the classification societies must
be observed.

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T-003/MDO/MGO service tank

The classification societies specify that at least two service tanks are to be
installed on board. The minimum volume of each tank should, in addition to
the MDO/MGO consumption of the generating sets, enable an eight-hour full
load operation of the main engine.

Cleaning of the MDO/MGO by an additional separator should, in the first
place, be designed to meet the requirements of the diesel alternator sets on
board. The tank should be provided, like the heavy fuel oil service tank, with
a sludge space with sludge drain valve and with an overflow pipe from the
MDO/MGO service tank T-003 to the MDO/MGO storage tank T-015. For
more detailed information see section Marine diesel oil (MDO) supply system,
Page 326.

CK-002/Three way valve

This valve is used for changing over from MDO/MGO operation to heavy fuel
operation and vice versa. Normally it is operated manually, and it is equipped
with two limit switches for remote indication and suppression of alarms from
the viscosity measuring and control system during MDO/MGO operation.

STR-010/Y-type strainer

To protect the fuel supply pumps, an approximately 0.5 mm gauge (sphere-
passing mesh) strainer is to be installed at the suction side of each supply
pump.

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P-018/Supply pump

The volumetric capacity must be at least 160 % of max. fuel consumption.

QP1 = P1 x br ISO x f4

Required supply pump delivery capacity with HFO at 90 °C:

Engine output at 100 % MCR:

Specific engine fuel consumption (ISO) at 100 % MCR

Factor for pump dimensioning

▪

For diesel engines operating on main fuel HFO:
f4 = 2.00 x 10–3

Note:
The factor f4 includes the following parameters:

QP1

brISO

l/h

g/kWh

l/g

160 % fuel flow

▪
▪ Main fuel: HFO 380 mm2/50 °C
▪

Attached lube oil and cooling water pumps

▪

Tropical conditions

Realistic lower heating value

Specific fuel weight at pumping temperature

Tolerance

In case more than one engine is connected to the same fuel system, the pump capacity has to be increased
accordingly.

Table 166: Simplified supply pump dimensioning

The delivery height of the supply pump shall be selected according to the
required system pressure (see table Injection viscosity and temperature after
final preheater, Page 339), the required pressure in the mixing tank and the
resistance of the automatic filter, flow meter and piping system.

Injection system

Positive pressure at the fuel module inlet due to tank level above fuel
module level

Pressure loss of the pipes between fuel module inlet and mixing tank
inlet

Pressure loss of the automatic filter

Pressure loss of the fuel flow measuring device

Pressure in the mixing tank

Operating delivery height of the supply pump

–

bar

0.10

0.20

0.80

0.10

5.70

6.70

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Table 167: Example for the determination of the expected operating delivery height of the supply pump

It is recommended to install supply pumps designed for the following pres-
sures:

Engines with conventional fuel injection system: Design delivery height
7.0 bar, design output pressure 7.0 bar.

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Engines common rail injection system: Design delivery height 8.0 bar, design
output pressure 8.0 bar.

HE-025/Cooler for circulation fuel oil feeding part

If no fuel is consumed in the system while the pump is in operation, the fin-
ned-tube cooler prevents excessive heating of the fuel. Its cooling surface
must be adequate to dissipate the heat that is produced by the pump to the
ambient air.

In case of continuos MDO/MGO operation, a water cooled fuel oil cooler is
required to keep the fuel oil temperature below 45 °C.

PCV-009/Pressure limiting valve

This valve is used for setting the required system pressure and keeping it
constant. It returns in the case of

▪

engine shutdown 100 %, and of

engine full load 37.5 % of the quantity delivered by the supply pump
back to the pump suction side.

FIL-003/Automatic filter

Only filters have to be used, which cause no pressure drop in the system
during flushing.

Filter mesh width (mm)

Design pressure

Conventional fuel Injection system

0.034

PN10

Table 168: Required filter mesh width (sphere passing mesh)

Design criterion is the filter area load specified by the filter manufacturer. The
automatic filter has to be installed in the plant (is not attached on the engine).

H-004/Final preheater

The capacity of the final-preheater shall be determined on the basis of the
injection temperature at the nozzle, to which 4 K must be added to compen-
sate for heat losses in the piping. The piping for both heaters shall be
arranged for separate and series operation.

Parallel operation with half the throughput must be avoided due to the risk of
sludge deposits.

VI-001/Viscosity measuring and control device

This device regulates automatically the heating of the final-preheater depend-
ing on the viscosity of the bunkered fuel oil, so that the fuel will reach the
nozzles with the viscosity required for injection.

FIL-013/Duplex filter

This filter is to be installed upstream of the engine and as close as possible
to the engine.

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The emptying port of each filter chamber is to be fitted with a valve and a
pipe to the sludge tank. If the filter elements are removed for cleaning, the
filter chamber must be emptied. This prevents the dirt particles remaining in
the filter casing from migrating to the clean oil side of the filter.

Design criterion is the filter area load specified by the filter manufacturer.

Filter mesh width (mm)

Design pressure

Injection system

0.034

PN16

Table 169: Required filter mesh width (sphere passing mesh)

FBV-010/Flow balancing valve (throttle valve)

The flow balancing valve FBV-010 is not required.

FSH-001/Leakage fuel monitoring tank

High pressure pump overflow and escaping fuel from burst control pipes is
carried to the monitoring tanks from which it is drained into the leakage oil
collecting tank. The float switch mounted in the tanks must be connected to
the alarm system. All parts of the monitored leakage system (pipes and mon-
itoring tank) have to be designed for a fuel rate of 6.7 l/cyl. x min). The classi-
fication societies require the installation of monitoring tanks for unmanned
engine rooms. Lloyd's Register specify monitoring tanks for manned engine
rooms as well.

The leakage fuel monitoring tanks have to be installed in the plant close to
the engine.

T-006/Leakage oil collecting tank for fuel and lube oil

Dirty leak fuel and leak oil are collected in the leakage oil collecting tank. It
must be emptied into the sludge tank. The content of T-006 must not be
added to the engine fuel. It can be burned for instance in a waste oil boiler.

Engine type

Leak rate for HFO

Leak rate for MGO

L/V engine

l/cyl. x h

0.5 – 1.0

l/cyl. x h

0.6 – 1.1

Table 170: Leak rate (fuel and lube oil together) for conventional injection

A high flow of dirty leakage oil will occur in case of a pipe break, for short
time only (< 1 min). Engine will run down immediately after a pipe break
alarm.

Heavy fuel oil supply system
for only one main engine,
without auxiliary engines:
Heavy fuel oil supply system
for more than one main
engine or/and additional
auxiliary engines:

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Leakage fuel flows pressure less (by gravity only) from the engine into this
tank (to be installed below the engine connections). Pipe clogging must be
avoided by trace heating and by a sufficient downward slope.

Withdrawal points for samples

Points for drawing fuel oil samples are to be provided upstream and down-
stream of each filter, to verify the effectiveness of these system components.

HE-007/CK-003 MDO/MGO cooler/three way cock

The propose of the MDO/MGO cooler is to ensure that the viscosity of
MDO/MGO will not become too fluid in engine inlet.

With CK-003, the MDO/MGO cooler HE-007 has to be opened when the
engine is switched from HFO to MDO/MGO operation.

That way, the MDO/MGO, which was heated while circulating via the injec-
tion pumps, is re-cooled before it is returned to the mixing tank T-011.
Switching on the MDO/MGO cooler may be effected only after flushing the
pipes with MDO/MGO.

The MDO/MGO cooler is cooled by LT cooling water.

The thermal design of the cooler is based on the following data:

Pc = P1 x brISO x f1

Qc = P1 x brISO x f2

Cooler outlet temperature MDO/MGO1)

Tout = 45 °C

Dissipated heat of the cooler

MDO flow for thermal dimensioning of the cooler2)

Engine output power at 100 % MCR

Specific engine fuel consumption (ISO) at 100 % MCR

Factor for heat dissipation:

f1= 2.68 x 10-5

Factor for MDO/MGO flow:

f2 = 2.80 x 10-3

Tout

brISO

°C

l/h

g/kWh

kWh/g

l/g

Note:
In case more than one engine, or different engines are connected to the same fuel system, the cooler capacity has to
be increased accordingly.

1) This temperature has to be normally maximum 45 °C. Only for very light MGO fuel types this temperature has to be
even lower in order to preserve the minimum admissible fuel viscosity in engine inlet (see section Viscosity-tempera-
ture diagram (VT diagram), Page 249).

2) The maximum MDO/MGO throughput is identical to the delivery quantity of the installed booster pump.

Table 171: Simplified MDO-cooler dimensioning for engines without common rail (MAN 32/40,
MAN 48/60B, MAN 51/60DF)

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2

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HFO supply systems for only
one main engine, without
auxiliary engines

HFO supply systems for
more than one main engine
or/and additional auxiliary
engines

HFO supply systems for only
one main engine, without
auxiliary engines

HFO supply systems for
more than one main engine
or/and additional auxiliary
engines

PCV-011/Spill valve

Spill valve PCV-011 is not required.

In case two engines are operated with one fuel module, it has to be possible
to separate one engine at a time from the fuel circuit for maintenance purpo-
ses. In order to avoid a pressure increase in the pressurised system, the fuel,
which cannot circulate through the shut-off engine, has to be rerouted via
this valve into the return pipe. This valve is to be adjusted so that rerouting is
effected only when the pressure, in comparison to normal operation (multi-
engine operation), is exceeded. This valve should be designed as a pressure
relief valve, not as a safety valve.

V-002/Shut-off cock

Shut-off cock V-002 is not required.

The stop cock is closed during normal operation (multi-engine operation).
When one engine is separated from the fuel circuit for maintenance purpo-
ses, this cock has to be opened manually.

T-008/Fuel oil damper tank

The injection nozzles cause pressure peaks in the pressurised part of the fuel
system. In order to protect the viscosity measuring and control unit, these
pressure peaks have to be equalised by a compensation tank. The volume of
the pressure peaks compensation tank is 20 I.

Piping

We recommend to use pipes according to PN16 for the fuel system (see
section Engine pipe connections and dimensions, Page 267).

Material

The casing material of pumps and filters should be EN-GJS (nodular cast
iron), in accordance to the requirements of the classification societies.

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HFO supply system – Single engine plant

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CF-002 Heavy fuel oil separator
CF-003 MDO separator

CK-002 Switching between MDO and HFO
CK-003 Switching to MDO cooler

D-001 Diesel engine

FIL-003 Fuel oil automatic filter
FIL-013 Fuel duplex filter
FQ-003 Flowmeter fuel oil

FSH-001 Leakage fuel oil monitoring tank
1,2H-004 Final heater HFO

HE-007 Diesel oil/gas oil cooler
HE-025 Cooler for circulation fuel oil feeding part

MOD-008 Fuel oil module
1,2 P-003 Booster pump
1,2 P-018 HFO supply pump

Figure 126: HFO supply system – Single engine plant

PCV-009 Pressure limiting valve

Strainer

1,2
STR-010
1,2T-003 Diesel oil service tank

T-006 Leak oil tank
T-008 Fuel oil damper tank
T-011 Fuel oil mixing tank
T-015 Diesel oil storage tank
T-016 HFO settling tank
T-021 Sludge tank for HFO separator

1,2T-022 HFO service tank
VI-001 Viscosimeter

5671 Fuel engine inlet
5693 Leakage fuel pipe from supervising
5694 Leakage fuel drain
5699 Fuel engine outlet

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HFO supply system – Twin engine plant

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CF-002 Heavy fuel oil separator
CF-003 MDO separator

CK-002 Switching between MDO and HFO
CK-003 Switching to MDO cooler

1,2D-001 Diesel engine

1,2
FBV-010

Flow balancing valve

FIL-003 Fuel oil automatic filter

Fuel duplex filter

1,2
FIL-013
FQ-003 Flowmeter fuel oil

Leakage fuel oil monitoring tank

1,2
FSH-001
1,2H-004 Final heater HFO

HE-007 Diesel oil/gas oil cooler
HE-025 Cooler for circulation fuel oil feeding part

MOD-008 Fuel oil module
1,2P-003 Booster pump
1,2P-018 HFO supply pump
PCV-009 Pressure limiting valve

Figure 127: HFO supply system – Twin engine plant

5.4.5

Fuel supply at blackout conditions

PCV-011 Spill in single engine operation

Strainer

1,2
STR-010
1,2T-003 Diesel oil service tank

T-006 Leak oil tank
T-008 Fuel oil damper tank
T-011 Fuel oil mixing tank

T-015 Diesel oil storage tank
T-016 HFO settling tank

T-021 Sludge tank for HFO separator

1,2T-022 HFO service tank

V-002 Shut-off cock
VI-001 Viscosimeter

5671 Fuel engine inlet
5693 Leakage fuel pipe from supervising
5694 Leakage fuel drain
5699 Fuel engine outlet

Engine operation during short blackout

Engines with conventional fuel injection system: The air pressure cushion in
the mixing tank is sufficient to press fuel from the mixing tank in the engine
for a short time.

Engines with common rail injection system: The feeder pump has to be con-
nected to a safe electrical grid, or an additional air driven booster pump is to
be installed in front of the mixing tank.

Starting during blackout

Engines with conventional fuel injection system: The engine can start by use
of a gravity fuel oil tank (MDO/MGO).

Engines with common rail injection system: Supply and booster pump are to
be connected to a save electrical grid, or both pumps are to be air driven. As
an alternative it is also possible to install in parallel to the main fuel oil system
an MDO/MGO emergency pump. This pump shall be electrically driven and
connected to a save electrical grid, or it shall be air driven.

Note:
A fast filling of hot high pressure injection pumps with cold MDO/MGO
shortly after HFO-operation will lead to temperature shocks in the injection
system and has to be avoided under any circumstances.
Blackout and/or black start procedures are to be designed in a way, that
emergency pumps will supply cold, low viscosity fuel to the engines only
after a sufficient blending with hot HFO, e.g. in the mixing tank.

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5.5

Compressed air system

5.5.1

Starting air system

Marine main engines

The compressed air supply to the engine plant requires air vessels and air
compressors of a capacity and air delivery rating which will meet the require-
ments of the relevant classification society (see section Starting air vessels,
compressors, Page 354).

1 C-001, 2 C-001/Air compressor

1 service compressor 1 C-001

1 auxiliary compressor 2 C-001

These are multi-stage compressor sets with safety valves, cooler for com-
pressed air and condensate traps.

The operational compressor is switched on by the pressure control at low
pressure then switched off when maximum service pressure is attained.

A max. service pressure of 30 bar is required. The standard design pressure
of the starting air vessels is 30 bar and the design temperature is 50 °C.

The service compressor is electrically driven, the auxiliary compressor may
also be driven by a diesel engine. The capacity of both compressors (1
C-001 and 2 C-001) is identical.

The total capacity of the compressors has to be increased if the engine is
equipped with Jet Assist. This can be met either by providing a larger service
compressor, or by an additional compressor (3 C-001).

For special operating conditions such as, e.g., dredging service, the capacity
of the compressors has to be adjusted to the respective requirements of
operation.

1 T-007, 2 T-007/Starting air vessels

The installation situation of the air vessels must ensure a good drainage of
condensed water. Air vessels must be installed with a downward slope suffi-
ciently to ensure a good drainage of accumulated condensate water.

The installation also has to ensure that during emergency discharging of the
safety valve no persons can be compromised.

It is not permissible to weld supports (or other) on the air vessels. The original
design must not be altered. Air vessels are to be bedded and fixed by use of
external supporting structures.

Piping

The main starting pipe (engine connection 7171), connected to both air ves-
sels, leads to the main starting valve (MSV- 001) of the engine.

A second 30 bar pressure line (engine connection 7172) with separate con-
nections to both air vessels supplies the engine with control air. This does
not require larger air vessels.

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A line branches off the aforementioned control air pipe to supply other air-
consuming engine accessories (e.g. lube oil automatic filter, fuel oil filter) with
compressed air through a separate 30/8 bar pressure reducing station.

A third 30 bar pipe is required for engines with Jet Assist (engine connection
7177). Depending on the air vessel arrangement, this pipe can be branched
off from the starting air pipe near engine or must be connected separately to
the air vessel for Jet Assist.

The pipes to be connected by the shipyard have to be supported immedi-
ately behind their connection to the engine. Further supports are required at
sufficiently short distance.

Flexible connections for starting air (steel tube type) have to be installed with
elastic fixation. The elastic mounting is intended to prevent the hose from
oscillating. For detail information please refer to planning and final documen-
tation and manufacturer manual.

Other air consumers for low pressure, auxiliary application (e.g. filter cleaning,
TC cleaning, pneumatic drives) can be connected to the start air system after
a pressure reduction unit.

Galvanised steel pipe must not be used for the piping of the system.

General requirements of classification societies

The equipment provided for starting the engines must enable the engines to
be started from the operating condition 'zero' with shipboard facilities, i. e.
without outside assistance.

Two or more starting air compressors must be provided. At least one of the
air compressors must be driven independently of the main engine and must
supply at least 50 % of the required total capacity.

The total capacity of the starting air compressors is to be calculated so that
the air volume necessary for the required number of starts is topped up from
atmospheric pressure within one hour.

The compressor capacities are calculated as follows:

P
[Nm3/h]
V
[litres]

Total volumetric delivery capacity of the compressors

Total volume of the starting air vessels at 30 bar service pres-
sure

As a rule, compressors of identical ratings should be provided. An emer-
gency compressor, if provided, is to be disregarded in this respect.

Compressors

Starting air vessels

The starting air supply is to be split up into not less than two starting air ves-
sels of about the same size, which can be used independently of each other.

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For the sizes of the starting air vessels for the respective engines see section
Starting air vessels, compressors, Page 354.

Diesel-mechanical main engine

For each non-reversible main engine driving a controllable pitch propeller, or
where starting without counter torque is possible, the stored starting air must
be sufficient for a certain number of starting manoeuvres, normally 6 per

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engine. The exact number of required starting manoeuvres depends on the
arrangement of the system and on the special requirements of the classifica-
tion society.

Diesel-electric auxiliary engine

For auxiliary marine engines, separate air tanks shall only be installed if the
auxiliary sets in engine-driven vessels are installed far away from the main
plant.

Electric propulsion main engine

For each main engine for electrical propulsion the stored starting air must be
sufficient for a certain number of starting manoeuvres, normally 6 per engine.
The exact number of required starting manoeuvres depends on the number
of engines and on the special requirements of the classification society.

Calculation formula for starting air vessels see below

V [litre] Required vessel capacity
Vst [litre] Air consumption per nominal start1)

fDrive Factor for drive type (1.0 = diesel-mechanic, 1.5 = alternator drive)

zst Number of starts required by the classification society

zSafe Number of starts as safety margi
VJet [litre] Assist air consumption per Jet Assist1)
zJet Number of Jet Assist procedures2)
tJet [sec.] Duration of Jet Assist procedures
Vsl Air consumption per slow turn litre
zsl Number of slow turn manoeuvres

pmax [bar] Maximum starting air pressure
pmin [bar] Minimum starting air pressure

1) Tabulated values see section Starting air/control air consumption, Page 93.
2) The required number of jet manoeuvres has to be checked with yard or ship owner. To
make a decision, consider the information in section Starting air vessels, compressors,
Page 354.

If other consumers (i.e. auxiliary engines, ship air etc.) which are not listed in
the formula are connected to the starting air vessel, the capacity of starting
air vessel must be increased accordingly, or an additional separate air vessel
has to be installed.

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1,2,3
TR-006

Automatic condensate trap

7171 Engine inlet (main starting valve)
7172 Control air and emergency stop
7177 Jet Assist (optional)
7451 Control air from turning gear
7461 Control air to turning gear
9771 Turbocharger dry cleaning (optional)

1 C-001 Starting air compressor (service)

2 C-001 Starting air compressor (stand-by)
FIL-001 Lube oil automatic filter
FIL-003 Fuel automatic filter
M-019 Valve for interlocking device

MSV-001 Main starting valve
1,2T-007 Starting air vessel

TR-005 Water trap

Figure 128: Starting air system

5.5.2

Starting air vessels, compressors

General

The engine requires compressed air for starting, start-turning, for the Jet
Assist function as well as several pneumatic controls. The design of the pres-
sure air vessel directly depends on the air consumption and the requirements
of the classification societies.

For air consumption see section Starting air/control air consumption, Page
93.

▪

The air consumption per starting manoeuvre depends on the inertia
moment of the unit. For alternator plants, 1.5 times the air consumption
per starting manoeuvre has to be expected.

The air consumption per Jet Assist activation is substantially determined
by the respective turbocharger design. The special feature for common
rail engines, called Boost Injection, has reduced the Jet Assist events
that are relevant for the layout of starting air vessels and compressors
considerably. For more information concerning Jet Assist see section Jet
Assist, Page 357.

The above-mentioned air consumption per Jet Assist activation is valid
for a jet duration of 5 seconds. The jet duration may vary between 3 sec.
and 10 sec., depending on the loading (average jet duration 5 sec.). The
air consumption is substantially determined by the respective turbo-
charger design. For more information concerning Jet Assist see section
Jet Assist, Page 357.

The air consumption per slow-turn activation depends on the inertia
moment of the unit.

Starting air vessels

Service pressure

Minimum starting air pressure

Starting air compressors

max. 30 bar

min. 10 bar

The total capacity of the starting air compressors has to be capable to
charge the air receivers from the atmospheric pressure to full pressure of 30
bar within one hour.

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Propulsion plant with 1 main engine

The values in following tables are based on calculation formulas of section
Starting air system and air consumption values of section Starting air and
control air consumption, Page 93. The values are for guidance only as they
are dependent on the number and duration of Jet Assist activation.

1. General drive

Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 0 Jet Assist, 0 slow turn)

No. of cylinders, config.

Min. required vessel capacity

litre

Required vessels

770

2 x
500

630

2 x
355

595

2 x
355

700

2 x
355

12V

770

2 x
500

Min. required compressor capacity

m3/h

21.3

1) Starting air vessels: At least two starting air vessels of approximately equal size are required.

Table 172: Starting air vessels, compressors – Single-shaft vessel

14V

16V

18V

875

787.5

910

2 x
500

2. Diesel-mechanical drive without shifting clutch

Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 0 Jet Assist, 0 slow turn)

No. of cylinders, config.

Min. required vessel capacity

litre

Required vessels

770

2 x
500

630

2 x
355

595

2 x
355

700

2 x
355

12V

770

2 x
500

Min. required compressor capacity

m3/h

21.3

1) Starting air vessels: At least two starting air vessels of approximately equal size are required.

Table 173: Starting air vessels, compressors – Single-shaft vessel

14V

16V

18V

875

787.5

910

2 x
500

3. Diesel-mechanical drive with shifting clutch; auxiliary engines

Starting air vessels1) 2) and compressor capacities (6 starts + 1 safety start, 3 x 5 sec. Jet Assist, 0 slow turn)

No. of cylinders, config.

12V

14V

16V

18V

Min. required vessel capacity

litre

1,047.5

907.5

1,037.5 1,142.5 1,332.5 1,437.5

1,680

1,802.5

Required vessels

Min. required compressor
capacity

2 x
710

m3/h

42.6

2 x
500

2 x
710

42.6

2 x
750

2 x
1,000

1) Starting air vessels: At least two starting air vessels of approximately equal size are required.

2) Three consecutive starts are required for GenSets and engines for other purposes. Each emergency GenSet
should be supplied from a seperate starting air vessel.

Table 174: Starting air vessels, compressors – Single-shaft vessel

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4. Diesel-mechanical drive with shaft-driven alternator (>50% PRated)

Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 5 x 5 sec. Jet Assist, 0 slow turn)

No. of cylinders, config.

12V

14V

16V

18V

Min. required vessel capacity

litre

1,232.5 1,092.5 1,332.5 1,437.5 1,707.5 1,812.5

2,275

2,397.5

Required vessels

Min. required compressor
capacity

2 x
710

m3/h

42.6

2 x
750

2 x
1,000

2 x
1,250

1) Starting air vessels: At least two starting air vessels of approximately equal size are required.

Table 175: Starting air vessels, compressors – Single-shaft vessel

5. Diesel-electrical drive

Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 10 x 5 sec. Jet Assist, 1 slow turn)

No. of cylinders, config.

12V

14V

16V

18V

Min. required vessel capacity

litre

2,410

2,140

2,622.5

2,825

3,360

3,562.5 4,493.7

4,730

Required vessels

Min. required compressor
capacity

2 x
1,250

2 x
1,500

2 x
1,750

2 x
2,000

2 x
2,250

2 x
2,500

m3/h

105

120

135

150

1) Starting air vessels: At least two starting air vessels of approximately equal size are required.

Table 176: Starting air vessels, compressors – Single-shaft vessel

6. Diesel-mechanical drive with frequent load changes e. g. ferries etc.

Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 10 x 5 sec. Jet Assist, 0 slow turn)

No. of cylinders, config.

12V

14V

16V

18V

Min. required vessel capacity

litre

1,695

1,555

2,070

2,175

2,645

2,750

3,762.5

3,885

Required vessels

Min. required compressor
capacity

2 x
1,000

2 x
1,250

2 x
1,500

2 x
2,000

m3/h

120

1) Starting air vessels: At least two starting air vessels of approximately equal size are required.

Table 177: Starting air vessels, compressors – Single-shaft vessel

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7. Dredger and high torque applications

Starting air vessels1) and compressor capacities (6 starts + 1 safety start, 2 x 20 sec. Jet Assist, 0 slow turn)

No. of cylinders, config.

12V

14V

16V

18V

litre

1,510

1,370

1,775

1,880

2,270

2,375

3,167.5

3,290

Min. required vessel
capacity

Required vessels

Min. required compres-
sor capacity

m3/h

2x
1,000

2x
710

42.6

2x
1,000

2x
1,250

2x
1,650

1) Starting air vessels: At least two starting air vessels of approximately equal size are required.

Table 178: Starting air vessels, compressors – Single-shaft vessel

Multiple engine plants

In this case the number of required starts is generally reduced. Three con-
secutive starts are required per engine. The total capacity must be sufficient
for not less than 12 starts and need not exceed 18 starts.

5.5.3

Jet Assist

General

Jet Assist is a system for acceleration of the turbocharger. By means of noz-
zles in the turbocharger, compressed air is directed to accelerate the com-
pressor wheel. This causes the turbocharger to adapt more rapidly to a new
load condition and improves the response of the engine.

Air consumption

The air consumption for Jet Assist is, to a great extent, dependent on the
load profile of the ship. In case of frequently and quickly changing load steps,
Jet Assist will be actuated more often than this will be the case during long
routes at largely constant load.

For air consumption (litre) see section Starting air vessels, compressors,
Page 354.

General data

Jet Assist air pressure (overpressure) 4 bar:

At the engine connection the pressure is max. 30 bar. The air pressure will
reduced on the engine by an orifice to max. 4 bar (overpressure).

Jet Assist activating time:

3 seconds to 10 seconds (5 seconds in average).

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Dynamic positioning for drilling vessels, cable-laying vessels, off-shore

applications

When applying dynamic positioning, pulsating load application of > 25 %
may occur frequently, up to 30 times per hour. In these cases, the possibility
of a specially adapted, separate compressed air system has always to be
checked.

Air supply

Generally, larger air bottles are to be provided for the air supply of the Jet
Assist.

For the design of the Jet Assist air supply the temporal distribution of events
needs to be considered, if there might be an accumulation of events.

If the planned load profile is expecting a high requirement of Jet Assist, it
should be checked whether an air supply from the working air circuit, a sepa-
rate air bottle or a specially adapted, separate compressed air system is nec-
essary or reasonable.

In each case the delivery capacity of the compressors is to be adapted to the
expected Jet Assist requirement per unit of time.

5.6

Engine room ventilation and combustion air

Engine room ventilation
system

General information

Its purpose is:

▪

Supplying the engines and auxiliary boilers with combustion air.

Carrying off the radiant heat from all installed engines and auxiliaries.

Combustion air

The combustion air must be free from spray water, snow, dust and oil mist.

This is achieved by:

▪

Louvres, protected against the head wind, with baffles in the back and
optimally dimensioned suction space so as to reduce the air flow velocity
to 1 – 1.5 m/s.

Self-cleaning air filter in the suction space (required for dust-laden air, e.
g. cement, ore or grain carrier).

Sufficient space between the intake point and the openings of exhaust
air ducts from the engine and separator room as well as vent pipes from
lube oil and fuel oil tanks and the air intake louvres (the influence of winds
must be taken into consideration).

Positioning of engine room doors on the ship's deck so that no oil-laden
air and warm engine room air will be drawn in when the doors are open.

Arranging the separator station at a sufficiently large distance from the
turbochargers.

As a standard, the engines are equipped with turbochargers with air intake
silencers and the intake air is normally drawn in from the engine room.

In tropical service a sufficient volume of air must be supplied to the turbo-
charger(s) at outside air temperature. For this purpose there must be an air
duct installed for each turbocharger, with the outlet of the duct facing the
respective intake air silencer, separated from the latter by a space of 1.5 m.

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No water of condensation from the air duct must be permissible to be drawn
in by the turbocharger. The air stream must not be directed onto the exhaust
manifold.

In intermittently or permanently arctic service (defined as: air intake tempera-
ture of the engine below +5 °C) special measures are necessary depending
on the possible minimum air intake temperature. For further information see
section Engine operation under arctic conditions, Page 66 and the following.
If necessary, steam heated air preheaters must be provided.

Please be aware that for an air intake pipe (plant side) directly connected to
the compressor inlet of the turbocharger following needs to be considered:

▪

Instead of air intake silencer an air intake casing needs to be ordered.

The air intake pipe (plant side) needs to be separated by an expansion
joint from the turbocharger in order to prevent the transmission of forces
to the turbocharger itself. These forces include those resulting from the
weight, thermal expansion or lateral displacement of the exhaust piping.

An insulation of the air intake pipe (plant side) should allow acces to the
installed sensors.

For the required combustion air quantity, see section Planning data for emis-
sion standard, Page 96. For the required combustion air quality, see section
Specification of intake air (combustion air), Page 261.

Cross sections of air supply ducts are to be designed to obtain the following
air flow velocities:

▪ Main ducts 8 – 12 m/s

▪

Secondary ducts max. 8 m/s

Air fans are to be designed so as to maintain a positive air pressure of 50 Pa
(5 mm WC) in the engine room.

The heat radiated from the main and auxiliary engines, from the exhaust
manifolds, waste heat boilers, silencers, alternators, compressors, electrical
equipment, steam and condensate pipes, heated tanks and other auxiliaries
is absorbed by the engine room air.

The amount of air V required to carry off this radiant heat can be calculated
as follows:

V [m3/h] Air required
Q [kJ/h] Heat to be dissipated

Δt [°C] Air temperature rise in engine room (10 – 12.5)
cp [kJ/
kg*k]

Specific heat capacity of air (1.01)

ρt [kg/m3] Air density at 35 °C (1.15)

Radiant heat

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Ventilator capacity

The capacity of the air ventilators (without separator room) must be large
enough to cover at least the sum of the following tasks:

▪

The combustion air requirements of all consumers.

The air required for carrying off the radiant heat.

A rule-of-thumb applicable to plants operating on heavy fuel oil is 20 –
24 m3/kWh.

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5.7

Exhaust gas system

5.7.1

General

Layout

As the flow resistance in the exhaust system has a very large influence on the
fuel consumption and the thermal load of the engine, the total resistance of
the exhaust gas system must not exceed 50 mbar.

Note:
20 mbar resistance for the SCR as part of the total resistance have to be
considered.

The pipe diameter selection depends on the engine output, the exhaust gas
volume, and the system backpressure, including silencer and SCR (if fitted).
The backpressure also being dependent on the length and arrangement of
the piping as well as the number of bends. Sharp bends result in very high
flow resistance and should therefore be avoided. If necessary, pipe bends
must be provided with guide vanes.

It is recommended not to exceed a maximum exhaust gas velocity of
approximately 40 m/s.

Installation

When installing the exhaust system, the following points must be observed:

▪

The exhaust pipes of two or more engines must not be joined.

Because of the high temperatures involved, the exhaust pipes must be
able to expand. The expansion joints to be provided for this purpose are
to be mounted between fixed-point pipe supports installed in suitable
positions. One compensator is required just after the outlet casing of the
turbocharger (see section Position of the outlet casing of the turbo-
charger, Page 393) in order to prevent the transmission of forces to the
turbocharger itself. These forces include those resulting from the weight,
thermal expansion or lateral displacement of the exhaust piping. For this
compensator/expansion joint one sturdy fixed-point support must be
provided.

The exhaust piping should be elastically hung or supported by means of
dampers in order to prevent the transmission of sound to other parts of
the vessel.

The exhaust piping is to be provided with water drains, which are to be
regularly checked to drain any condensation water or possible leak water
from exhaust gas boilers if fitted.

During commissioning and maintenance work, checking of the exhaust
gas system back pressure by means of a temporarily connected measur-
ing device may become necessary. For this purpose, a measuring socket
is to be provided approximately 1 to 2 metres after the exhaust gas out-
let of the turbocharger, in a straight length of pipe at an easily accessed
position. Standard pressure measuring devices usually require a measur-
ing socket size of 1/2". This measuring socket is to be provided to
ensure back pressure can be measured without any damage to the
exhaust gas pipe insulation.

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5.7.2

Components and assemblies of the exhaust gas system

Exhaust gas silencer and exhaust gas boiler

The silencer operates on the absorption and resonance principle so it is
effective in a wide frequency band. The flow path, which runs through the
silencer in a straight line, ensures optimum noise reduction with minimum
flow resistance.

The silencer must be equipped with a spark arrestor.

If possible, the silencer should be installed towards the end of the exhaust
line.

A vertical installation situation is to be preferred in order to avoid formations
of gas fuel pockets in the silencer. The cleaning ports of the spark arrestor
are to be easily accessible.

Note:

Water entry into the silencer and/or boiler must be avoided, as this can
cause damages of the components (e.g. forming of deposits) in the duct.

To utilise the thermal energy from the exhaust, an exhaust gas boiler produc-
ing steam or hot water may be installed.

The exhaust gas system (from outlet of turbocharger, boiler, silencer to the
outlet stack) is to be insulated to reduce the external surface temperature to
the required level.

The relevant provisions concerning accident prevention and those of the
classification societies must be observed.

The insulation is also required to avoid temperatures below the dew point on
the interior side. In case of insufficient insulation intensified corrosion and
soot deposits on the interior surface are the consequence. During fast load
changes, such deposits might flake off and be entrained by exhaust in the
form of soot flakes.

Insulation and covering of the compensator must not restrict its free move-
ment.

The SCR system uses aqueous urea solution and a catalyst material to trans-
form the pollutant nitrogen oxides into harmless nitrogen and water vapor.
The main components of the SCR system are described in the following sec-
tion.

For further information read section SCR – Special notes, Page 23.

Mode of operation

Installation

Exhaust gas boiler

Insulation

5.8

SCR system

5.8.1

General

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5.8.2

As-delivered conditions and packaging

All components will be delivered and packaged in a seaworthy way (with dry
agent, wooden boxing, shrink wrapped). Black carbon steel components will
be coated with an anti-corrosive painting. Stainless steel components will not
be coated.

The original packaging should not be removed until the date of installation.

The physical integrity of the packaging must be checked at the date of deliv-
ery.

5.8.3

Transportation and handling

Compressed air reservoir module (MOD‐085)

Transport of the compressed air reservoir module can be organised by
crane, via installed metal eyelets on the top side or fork‐lifter.

Urea pump module (MOD‐084)

Transport of the urea pump module can be organised by crane, via installed
metal eyelets on the top side.

Dosing unit (MOD‐082)

Transport of the dosing unit can be organised by crane, via installed metal
eyelets on the top side.

Urea injection lance and mixing unit (MOD‐087)

Transport of the mixing unit can be organised by crane, via two installed
metal eyelets. For horizontal lifting it is sufficient using one of the metal eye-
lets.

Using a vertical way, the two cables each fixed on one metal eyelet have to
be stabilised by a transversal bar.

Note:
The metal eyelets are designed to carry only the segments of the mixing unit,
further weights are not allowed (e.g. complete welded mixing pipe).

SCR reactor (R‐001)

Transport of the reactor can be organised by crane, via installed metal eye-
lets on the top side.

SCR control unit

Transport of the reactor can be organised by crane, via installed metal eye-
lets on the top side.

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5.8.4

Storage

Compressed air reservoir module (MOD‐085), urea pump module
(MOD‐084), dosing unit (MOD‐082), SCR control unit and sensor elements
have to be stored in dry and weather‐resistant conditions.

Catalyst elements shall be handled free from shocks and vibrations. Further-
more, catalyst elements have to be stored in dry and weather‐resistant con-
ditions. Keep oils or chemicals away from catalyst elements. Seaworthy
packaging is only a temporary protection.

5.8.5

Components and assemblies of the SCR system

Catalyst elements

The catalyst elements are placed in metallic frames, so called modules. Due
to the honeycomb structure of the catalyst elements, the catalytic surface is
increased. The active component Vanadium pentoxide (V2O5) in the surface
supports the reduction of NOx to harmless nitrogen.

The effectivity of the catalytic material decreases over time because of poi-
soning via fuel oil components or thermal impact. The durability depends on
the fuel type and conditions of operation.

The status of catalyst deactivation is monitored continuously and the amount
of urea injected is adapted according to the current status of the catalyst.

Compressed air reservoir module (MOD-085) and soot blowing system

(MOD-086)

The compressed air required for the operation of the SCR system is provided
by the compressed air module. It receives its compressed air via the ship´s
compressed air grid. For the quality requirements read section Specification
of compressed air, Page 263. The main supply line feeds the compressed air
reservoir module, where a compressed air tank is installed. This high-pres-
sure tank is a reservoir with enough capacity to ensure the supply of the dos-
ing unit and the air consumption for the periodically cleaning of the catalysts´
surface, by avoiding fluctuations in the soot blowing system. In case of black
out the volume of the tank will be used for flushing the urea line and nozzle.
The module has to be positioned close to the reactor and the dosing unit.
The maximum length of the compressed air line to the soot blowing system
is 10 m.

The soot blower valves are positioned upstream each catalyst layer in order
to clean the complete surface of the catalyst elements by periodical air flush-
ing. The soot blowing always has to be in operation while engine running.

Urea pump modul (MOD-084)

The urea pump module boosts urea to the dosing unit and maintains an ade-
quate pressure in the urea lines. The complete module is mounted in a
standard cabinet for wall fastening. Upstream of the supply pump, a filter is
installed for protection of solid pollutants. Downstream, the module is equip-
ped with a return line to the urea storage tank with a pressure relief valve to
ensure the required urea flow.

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The urea pump module has to be positioned on a level below the minimum
urea level of the urea storage tank. The pump accepts a maximum pressure
loss of 2 bars. One urea pump module can supply up to four SCR systems.

Note:
Urea quality according section Specification of urea solution, Page 264 is
required. For urea consumption calculation for Tier III read section Urea con-
sumption for emission standard IMO Tier III, Page 91.

Dosing unit (MOD-082)

The dosing unit controls the flow of urea to the injection nozzle based on the
operation of the engine. Furthermore it regulates the compressed air flow to
the injector.

In order to avoid clogging due to the evaporation of urea in the urea pipe and
in the nozzle, a line between compressed air line and urea line is installed. An
installed solenoid valve will open to flush and cool the urea line and nozzle
with compressed air before and after injecting urea into the exhaust gas.

The dosing unit has to be installed close to the urea injection lance and mix-
ing unit (maximum pipe length 5 m).

Urea injection lance and mixing unit (MOD-087)

The urea solution will be injected into the exhaust gas using a two-phase
nozzle. The urea will be atomised with compressed air. The evaporation of
the urea occurs immediately when the urea solution gets in contact with the
hot exhaust gas.

The urea injection and the mixing unit have to be positioned according to
MAN Diesel & Turbo requirements. In general, the mixing section is between
3.0 – 4.5 m long and of DN 500 to DN 2,300. The mixing duct is a straight
pipe upstream of the reactor. The exact length has to be calculated. Addi-
tional, it has to be considered that an inlet zone upstream the reactor of
0.5 x diameter of the exhaust gas pipe has to be foreseen.

SCR reactor (R-001)

Each engine is equipped with its own SCR reactor and it is fitted in the
exhaust gas piping without a by-pass. The SCR reactor housing is a steel
structure with an inlet cone. The reactor configuration is vertical and consists
of several layers of catalysts. For horizontal installation, please contact MAN
Diesel & Turbo. The reactor is equipped with differential pressure and tem-
perature monitoring, openings for inspection, a maintenance door for service
and the soot blowing system for each layer.

The maximum temperature of the exhaust gas is 450 °C and a minimum
exhaust gas temperature is required to ensure a reliable operation. Therefore
temperature indicators are installed in the inlet and outlet of the reactor in
order to monitor and control the optimum operating range.

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Figure 129: PFD SCR system

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5.8.6

Installation of the SCR system

Catalyst elements

Reactor and soot blowing
system

Reactor and piping

Mixing unit

All modules are check regarding pressure and tightness.

For handling the catalyst elements sufficient space and supply tracks have to
be foreseen. Depending on the amount of catalyst elements transport devi-
ces like carriages, pulleys, fork lifter or elevators are required.

A service space of recommended 800 mm in front of the inspection doors of
the reactor for mounting and dismounting the catalyst elements has to be
foreseen. Further 750 mm space for service and maintenance of the soot
blower equipment and the differential pressure device has to be considered
according the installation side of the soot blowing system.

In case of a bend before the reactor inlet, a straight inlet duct to the reactor
of 0.5 times exhaust gas pipe diameter and a bend radius of 1.5 times
exhaust gas pipe diameters has to be considered.

The mixing unit is designed for vertical or horizontal installation. Bend on the
downstream side has to be in accordance to above mentioned “Reactor and
Piping”. Upstream of the mixing unit a bend can be installed according the
MAN Diesel & Turbo requirements mentioned on the planning drawing.

5.8.7

Recommendations

Piping in general

Exhaust gas piping

Preferred materials

All parts mentioned in this paragraph are not MAN Diesel & Turbo scope of
supply.

All piping's have to be in accordance to section Specification of materials for
piping, Page 267. Piping for fluids shall be mounted in an increasing/
decreasing way. Siphons should be avoided, drainage system be foreseen.

The complete inside wall of the exhaust gas piping between engine outlet
and SCR reactor inlet should not be coated by any protection material. Poi-
soning of the catalyst honeycombs could occur.

All materials used for the construction of tanks and containers including
tubes, valves and fittings for storage, transportation and handling must be
compatible with urea 40 % solution to avoid any contamination of urea and
corrosion of device used. In order to guarantee the urea quality the following
materials for tank, pipes and fittings are compatible: Stainless steel (1.4301
or 1.4509) or urea-resistant plastics (e.g. PA12). For gaskets EPDM or
HNBR. Piping for compressed air see section Specification of materials for
piping, Page 267.

Unsuitable materials

Unsuitable materials for tank, pipes and fittings are among others: aluminum,
unalloyed steel, galvanised steel, copper and brass.

Urea tank

In case incompatible material is used, clogging of urea filter inside the pump
module may occur, or even worse, the catalyst elements may be damaged
by catalyst poisons derived from this material. In this case, exchanging the
catalyst modules may be necessary.

Store this material in cool, dry, well-ventilated areas. Do not store at temper-
atures below 10 °C and above 55 °C. The storage capacity of the urea tank
should be designed depending on ship load profile and bunker cycle.

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Urea solution quality

Insulation

Water trap

The urea supply line should be provided with a strainer and a non-return
valve in order to assure a correct performance for the suction of the urea
pump, which is installed downstream the tank. A level switch with the possi-
bility to read out the signal will protect the pump of a dry run. A return line
from the urea pump module over a pressure relief valve is entering the tank.

Use of good quality urea is essential for the operation of an SCR catalyst.
Using urea not complying with the specification below e.g. agricultural urea,
can either cause direct operational problems or long term problems like
deactivation of the catalyst. For quality requirements, see section Specifica-
tion of urea solution, Page 264.

The quality of the insulation has to be in accordance with the safety require-
ments. All insulations for service and maintenance spaces have to be dis-
mountable. The delivered modules have no fixations, if fixations are neces-
sary take care about the permissible material combination. Regarding max.
permissible thermal loss see section Boundary conditions for SCR operation,
Page 25.

Water entry into the reactor housing must be avoided, as this can cause
damage and clogging of the catalyst. Therefore a water trap has to be instal-
led, if the exhaust pipe downstream of the SCR reactor is facing upwards.

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6.1

Engine room planning

Installation and arrangement

6.1.1

General details

Apart from a functional arrangement of the components, the shipyard is to
provide for an engine room layout ensuring good accessibility of the compo-
nents for servicing.

The cleaning of the cooler tube bundle, the emptying of filter chambers and
subsequent cleaning of the strainer elements, and the emptying and cleaning
of tanks must be possible without any problem whenever required.

All of the openings for cleaning on the entire unit, including those of the
exhaust silencers, must be accessible.

There should be sufficient free space for temporary storage of pistons, cam-
shafts, turbocharger etc. dismounted from the engine. Additional space is
required for the maintenance personnel. The panels on the engine sides for
inspection of the bearings and removal of components must be accessible
without taking up floor plates or disconnecting supply lines and piping. Free
space for installation of a torsional vibration meter should be provided at the
crankshaft end.

A very important point is that there should be enough room for storing and
handling vital spare parts so that replacements can be made without loss of
time.

In planning marine installations with two or more engines driving one propel-
ler shaft through a multiengine transmission gear, provision must be made
for a minimum clearance between the engines because the crankcase pan-
els of each engine must be accessible. Moreover, there must be free space
on both sides of each engine for removing pistons or cylinder liners.

Note:
MAN Diesel & Turbo delivered scope of supply is to be arranged and fixed by
proven technical experiences as per state of the art. Therefore the technical
requirements have to be taken in consideration as described in the following
documents subsequential:

▪ Order related engineering documents

▪

Installation documents of our sub-suppliers for vendor specified equip-
ment

▪ Operating manuals for diesel engines and auxiliaries

▪

Project Guides of MAN Diesel & Turbo

Any deviations from the principles specified in the aforementioned docu-
ments require a previous approval by MAN Diesel & Turbo.

Arrangements for fixation and/or supporting of plant related equipment devi-
ating from the scope of supply delivered by MAN Diesel & Turbo, not descri-
bed in the aforementioned documents and not agreed with us are not per-
missible.

For damages due to such arrangements we will not take over any responsi-
bility nor give any warranty.

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6.1.2

Installation drawings

6L, 7L engine

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Figure 130: Installation drawing 6L, 7L engine – Turbocharger on coupling side

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Figure 131: Installation drawing 6L, 7L engine – Turbocharger on counter coupling side

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8L, 9L engine

Figure 132: Installation drawing 8L, 9L engine – Turbocharger on coupling side

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Figure 133: Installation drawing 8L, 9L engine – Turbocharger on counter coupling side

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12V, 14V engine

Figure 134: Installation drawing 12V, 14V engine – Turbocharger on coupling side

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Figure 135: Installation drawing 12V, 14V engine – Turbocharger on counter coupling side

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16V, 18V engine

Figure 136: Installation drawing 16V, 18V engine – Turbocharger on coupling side

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Figure 137: Installation drawing 16V, 18V engine – Turbocharger on counter coupling side

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Twin engine installation

Minimum centreline distance for twin engine installation:

Figure 138: Minimum centreline distance for twin engine installation L engine

Figure 139: Minimum centreline distance for twin engine installation V engine

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6.1.3

Removal dimensions of piston and cylinder liner

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Figure 140: Piston removal L engine - lifting off the cylinder head with rocker arms

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Figure 141: Piston removal L engine - lifting of the cylinder head without rocker arms

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Figure 142: Piston removal L engine

Figure 143: Piston removal V engine - lifting of the cylinder head

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Figure 144: Piston removal V engine - lifting of the cylinder head

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Figure 145: Piston removal

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Figure 146: Cylinder liner removal L engine

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Figure 147: Cylinder liner removal V engine

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Figure 148: Charge air cooler removal V engine

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Figure 149: Charge air cooler removal L engine

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6.1.4

3D Engine Viewer – A support programme to configure the engine room

MAN Diesel & Turbo offers a free-of-charge online programme for the config-
uration and provision of installation data required for installation examinations
and engine room planning: The 3D Engine Viewer and the 3D GenSet
Viewer.

Easy-to-handle selection and navigation masks permit configuration of the
required engine type, as necessary for virtual installation in your engine room.

In order to be able to use the 3D Engine, respectively GenSet Viewer, please
register on our website under:

https://nexus.mandieselturbo.com/_layouts/RequestForms/Open/Crea-
teUser.aspx

After successful registration, the 3D Engine and GenSet Viewer is available
under

http://nexus.md-extranet.local/projecttools/3dviewer/engineviewer/Pages/
default.aspx

by clicking onto the requested application.

In only three steps, you will obtain professional engine room data for your fur-
ther planning:

▪

Selection

Select the requested output, respectively the requested type.

Configuration

Drop-down menus permit individual design of your engine according to
your requirements. Each of your configurations will be presented on the
basis of isometric models.

View

The models of the 3D Engine Viewer and the 3D GenSet Viewer include
all essential geometric and planning-relevant attributes (e. g. connection
points, interfering edges, exhaust gas outlets, etc.) required for the inte-
gration of the model into your project.

The configuration with the selected engines can now be easily downloaded.
For 2D representation as .pdf or .dxf, for 3D as .dgn, .sat, .igs or 3D-dxf.

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Figure 150: Selection of engine

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Figure 151: Preselected standard configuration

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6.1.5

Lifting device

Lifting gear with varying lifting capacities are to be provided for servicing and
repair work on the engine, turbocharger and charge air cooler.

Engine

Lifting capacity

An overhead travelling crane is required which has a lifting power equal to
the heaviest component that has to be lifted during servicing of the engine.
The overhead travelling crane can be chosen with the aid of the following
table.

Parameter

Cylinder head with valves

Piston with connecting shaft/head

Cylinder liner

Recommended lifting capacity of travelling crane1)

1) Without consideration of classification rules.

Table 179: Lifting capacity

Crane arrangement

Unit

Value

tbd.

1,000

The rails for the crane are to be arranged in such a way that the crane can
cover the whole of the engine beginning at the exhaust pipe.

The hook position must reach along the engine axis, past the centreline of
the first and the last cylinder, so that valves can be dismantled and installed
without pulling at an angle. Similarly, the crane must be able to reach the tie
rod at the ends of the engine. In cramped conditions, eyelets must be wel-
ded under the deck above, to accommodate a lifting pulley.

The required crane capacity is to be determined by the crane supplier.

Crane design

It is necessary that:

Places of storage

▪

there is an arresting device for securing the crane while hoisting if operat-
ing in heavy seas

there is a two-stage lifting speed

Precision hoisting approximately = 0.5 m/min

Normal hoisting approximately = 2 – 4 m/min

In planning the arrangement of the crane, a storage space must be provided
in the engine room for the dismantled engine components which can be
reached by the crane. It should be capable of holding two rocker arm cas-
ings, two cylinder covers and two pistons. If the cleaning and service work is
to be carried out here, additional space for cleaning troughs and work surfa-
ces should be planned.

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Transport to the workshop

Grinding of valve cones and valve seats is carried out in the workshop or in a
neighbouring room.

Transport rails and appropriate lifting tackle are to be provided for the further
transport of the complete cylinder cover from the storage space to the work-
shop. For the necessary deck openings, see following figures and tables.

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Turbocharger dimensions for
evaluation of deck openings

Figure 152: NR dimensions

Type

L in mm W in mm H in mm K in mm F in mm T in mm A1 in mm D in mm A2 in mm G in mm

NR29/S

NR34/S

min.
1,275
max.
1,275

min.
1,574
max.
1,574

min.
770
max.
820

min.
853
max.
870

min.
895
max.
965

min.
935
max.
1,085

max.
430

max.
510

min.
500
max.
570

min.
600
max.
635

min.
855
max.
855

min.
1,030
max.
1,030

min.
420
max.
420

min.
544
max.
544

min.
830
max.
830

min.
1,220
max.
1,220

min.
353.5
max.
353.5

min.
440
max.
440

min.
402.5
max.
707

min.
450
max.
816

Table 180: NR dimensions

Hoisting rail

Turbocharger

Silencer

Compressor casing

Rotor plus bearing casing

Space for removal of
silencer

Turbocharger

A hoisting rail with a mobile trolley is to be provided over the centre of the
turbocharger running parallel to its axis, into which a lifting tackle is suspen-
ded with the relevant lifting power for lifting the parts, which are mentioned in
the tables (see paragraph Lifting capacity, Page 387), to carry out the opera-
tions according to the maintenance schedule.

NR 29/S

NR 34/S

NA 34/S

NA 40/S

NA 48/S

NA 57/T9

263.9

114.2

207

301.8

287.3

259

301.4

287.1

294.6

471.7

461.4

482.8

764.3

772.5

856.9

1,034

738.8

1,025

110 + 100

230 + 100

200 + 100

50 + 100

250 + 100

Table 181: Hoisting rail for NR/NA turbocharger

Withdrawal space
dimensions

The withdrawal space shown in section Removal dimensions of piston and
cylinder liner, Page 379) and the tables (see paragraph Hoisting rail, Page
388) is required for separating the silencer from the turbocharger. The
silencer must be shifted axially by this distance before it can be moved later-
ally.

In addition to this measure, another 100 mm are required for assembly clear-
ance.

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This is the minimum distance between silencer and bulkhead or tween-deck.
We recommend to plan additional 300 – 400 mm as working space.

Make sure that the silencer can be removed either downwards or upwards or
laterally and set aside, to make the turbocharger accessible for further servic-
ing. Pipes must not be laid in these free spaces.

Fan shafts

The engine combustion air is to be supplied towards the intake silencer in a
duct ending at a point 1.5 m away from the silencer inlet. If this duct impedes
the maintenance operations, for instance the removal of the silencer, the end
section of the duct must be removable. Suitable suspension lugs are to be
provided on the deck and duct.

Gallery

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If possible the ship deck should reach up to both sides of the turbocharger
(clearance 50 mm) to obtain easy access for the maintenance personnel.
Where deck levels are unfavourable, suspended galleries are to be provided.

1
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Charge air cooler

For cleaning of the charge air cooler bundle, it must be possible to lift it verti-
cally out of the cooler casing and lay it in a cleaning bath.

Exception MAN 32/40: The cooler bundle of this engine is drawn out at the
end. Similarly, transport onto land must be possible.

For lifting and transportation of the bundle, a lifting rail is to be provided
which runs in transverse or longitudinal direction to the engine (according to
the available storage place), over the centreline of the charge air cooler, from
which a trolley with hoisting tackle can be suspended.

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Engine type

L engine

Weight

650

Length (L)

Width (B)

Height (H)

430

1,705

830

Table 182: Weights and dimensions of charge air cooler bundle

6.1.6

Major spare parts

Note:
For dimensions and weights contact MAN Diesel & Turbo.

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6.2

Exhaust gas ducting

6.2.1

Example: Ducting arrangement

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Figure 154: Example: Exhaust gas ducting arrangement

6.2.2

General details for Tier III SCR system duct arrangement

MAN Diesel & Turbo recommends that the SCR reactor housing should be
mounted before all other components (e.g. boiler, silencer) in the exhaust
duct, coming from the engine side. A painting on the inside wall of the
exhaust duct in front of the the SCR system is not allowed.

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MAN Diesel & Turbo

All of the spaces/openings for cleaning and maintenance on the entire unit,
including air reservoir module, dosing unit and reactor housing with soot-
blowers must be accessible.

We strongly recommend that in front of the reactor housing sufficient space
for the maintenance personal and/or for the temporary storage of the catalyst
honeycombs has to be foreseen (see section SCR System, Page 361).

Catalyst elements could reach a weight of 25 kg, the reactor openings could
reach a total weight of about 70 kg, MAN Diesel & Turbo strongly recom-
mends a lifting capability above the reactors.

A very important point is the transportation way and storage space of the
catalyst honeycombs within the funnel for supply of the SCR reactor during
maintenance or catalyst refreshment, one reactor could contain more than
100 elements.

To avoid time-consuming or implementation of a scaffolding, MAN Diesel &
Turbo strongly recommends at minimum a lifting device in the funnel or any
kind of material elevator. A porthole from outside rooms on level with the
reactor housing is also a possibility, as far as those rooms could be supplied
with the catalyst honeycombs.

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6.2.3

Position of the outlet casing of the turbocharger

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Figure 155: Position of the outlet casing of the turbocharger – L engine

Number of cylinders, config.

Turbocharger

NR 29/S

NR 34/S

C**

602

372

1,004

610

2,460

1,133

985

602

372

1,004

610

2,460

1,133

985

700

367

1,063

711

2,560

1,190

934

700

367

1,063

711

2,560

1,190

934

*) For rigid mounted engines.

**) For resiliently mounted engines.

Table 183: Position of the outlet casing of the turbocharger – L engine

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Figure 156: Position of the outlet casing of the turbocharger – V engine

Number of cylinders, config.

12V

14V

16V

18V

Turbocharger

NR 29/S

NR 34/S

C**

602

502

372

1,004

610

2,351

2,250

602

502

372

1,004

610

2,351

2,250

675

502

372

1,063

711

2,368

2,508

675

502

372

1,063

711

2,368

2,508

*) For rigid mounted engines.

**) For resiliently mounted engines.

Table 184: Position of the outlet casing of the turbocharger – V engine

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7.1

Propulsion packages

General

MAN Diesel & Turbo standard propulsion packages

The MAN Diesel & Turbo standard propulsion packages are optimised at
90 % MCR, 100 % rpm and 96.5 % of the ship speed. The propeller is cal-
culated with the class notation "No Ice" and high skew propeller blade
design. These propulsion packages are examples of different combinations
of engines, gearboxes, propellers and shaft lines according to the design
parameters above. Due to different and individual aft ship body designs and
operational profiles your inquiry and order will be carefully reviewed and all
given parameters will be considered in an individual calculation. The result of
this calculation can differ from the standard propulsion packages by the
assumption of e.g. a higher Ice Class or different design parameters.

Figure 157: MAN Diesel & Turbo standard propulsion package with engine MAN 7L32/40 (example)

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7.2

Dimensions

Figure 158: Package – L engine

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Figure 159: Legend to package – L engine

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Figure 160: Package – V engine

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Figure 161: Legend to package – V engine

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7.3

Propeller layout data

To find out which of our propeller fits you, fill in the propeller layout data
sheet which you find here http://marine.man.eu/propeller-aft-ship/propeller-
layout-data and send it via e-mail to our sales department. The e-mail
address is located under contacts on the webside.

7.4

Propeller clearance

To reduce the emitted pressure impulses and vibrations from the propeller to
the hull, MAN Diesel & Turbo recommend a minimum tip clearance see sec-
tion Recommended configuration of foundation, Page 185.

For ships with slender aft body and favourable inflow conditions the lower
values can be used whereas full after body and large variations in wake field
causes the upper values to be used.

In twin-screw ships the blade tip may protrude below the base line.

Figure 162: Recommended tip clearance

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Hub

VBS 1180

VBS 1280

VBS 1380

VBS 1460

VBS 1560

VBS 1680

VBS 1800

VBS 1940

Dismantling of cap X
mm

High skew propeller Y
mm

Non-skew propeller Y
mm

Baseline clearance Z
mm

15 – 20 % of D

20 – 25 % of D

Minimum 50 – 100

365

395

420

450

480

515

555

590

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Page 404

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MAN Diesel & Turbo

8.1

Electric propulsion plants

Advantages of diesel-electric propulsion

Due to different and individual types, purposes and operational profiles of
diesel-electric driven vessels the design of an electric propulsion plant differs
a lot and has to be evaluated case by case. All the following is for information
purpose only and without obligation.

In general the advantages of electric propulsion can be summarized as fol-
lows:

▪

Lower fuel consumption and emissions due to the possibility to optimize
the loading of diesel engines/GenSets. The GenSets in operation can run
on high loads with high efficiency. This applies especially to vessels
which have a large variation in power demand, for example for an off-
shore supply vessel.

High reliability, due to multiple engine redundancy. Even if an engine/
GenSet malfunctions, there will be sufficient power to operate the vessel
safely. Reduced vulnerability to single point of failure providing the basis
to fulfill high redundancy requirements.

Reduced life cycle cost, resulting from lower operational and mainte-
nance costs.

Improved manoeuvrability and station-keeping ability, by deploying spe-
cial propulsors such as azimuth thrusters or pods. Precise control of the
electric propulsion motors controlled by frequency converters.

Increased payload, as diesel-electric propulsion plants take less engine
room space.

▪ More flexibility in location of diesel engine/GenSets and propulsors. The
propulsors are supplied with electric power through cables. They do not
need to be adjacent to the diesel engines/GenSets.

▪

Low propulsion noise and reduced vibrations. For example, a slow speed
E-motor allows to avoid a gearbox and propulsors like pods keep most
of the structure bore noise outside of the hull.

Efficient performance and high motor torques, as the system can provide
maximum torque also at slow propeller speeds, which gives advantages
for example in icy conditions.

8.2

Losses in diesel-electric plants

An electric propulsion plant consists of standard electrical components. The
following losses are typical:

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Figure 163: Typical losses of diesel-electric plants

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8.3

Components of an electric propulsion plant

1 GenSets: Diesel engines and alternators
3 Supply transformers: Dependent on the

2 Main switchboards
4 Frequency converters

type of the converter. Not needed in case
of the use of frequency converters with six
pulses, an active front end or a sinusoidal
drive

5 Electric propulsion motors

7 Propellers/propulsors

Figure 164: Example: Diesel-electric propulsion plant

6 Gearboxes (optional): Dependent on the

speed of the E-propulsion motor

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8.4

Electric propulsion plant design

Generic workflow how to design an electric propulsion plant:

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MAN Diesel & Turbo

The requirements of a project will be considered in an application specific
design, taking into account the technical and economical feasibility and later
operation of the vessel. In order to provide you with appropriate data, please
fill the form "DE-propulsion plant layout data" you find here http://
marine.man.eu/docs/librariesprovider6/marine-broschures/diesel-electric-
propulsion-plants-questionnaire.pdf?sfvrsn=0 and return it to your sales rep-
resentative.

8.5

Engine selection

The engines for a diesel-electric propulsion plant have to be selected accord-
ingly to the power demand at all the design points. For a concept evaluation
the rating, the capability and the loading of engines can be calculated like
this:

Example: Offshore supply vessel (at operation mode with the highest expec-
ted total load)

▪

Total propulsion power demand (at E-motor shaft) 10,000 kW (incl. sea
margin)

▪ Max. electrical consumer load: 1,000 kW

Item

Shaft power on propulsion motors
Electrical transmission efficiency

Engine brake power for propulsion

Electric power for ship (E-Load)
Alternator efficiency

Engine brake power for electric consumers

Total engine brake power demand (= 1.2 + 2.2)

Diesel engine selection

Rated power (MCR) running on MDO

Number of engines

Total engine brake power installed

Loading of engines (= 2.3/3.4)

Check: Max. allowed loading of engines

Unit

PS [kW]

PB1 [kW]

[kW]

PB2 [kW]

PB [kW]

Type

[kW]

PB [kW]

% of MCR

10,000
0.91

10,989

1,000
0.965

1,036

12,025

MAN 6L32/44CR

3,600

14,400

83.5

90.0

No.

1.1

1.2

2.1

2.2

2.3

3.1

3.2

3.3

3.4

4.1

5.1

Table 185: Selection of the engines for a diesel-electric propulsion plant

For the detailed selection of the type and number of engines furthermore the
operational profile of the vessel, the maintenance strategy of the engines and
the boundary conditions given by the general arrangement have to be con-
sidered. For the optimal cylinder configuration of the engines often the power
conditions in port are decisive.

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8.6

E-plant, switchboard and alternator design

The configuration and layout of an electric propulsion plant, the main switch-
board and the alternators follows some basic design principles. For a con-
cept evaluation the following items should be considered:

▪

A main switchboard which is divided in symmetrical sections is very relia-
ble and redundancy requirements are easy to be met.

An even number of GenSets/alternators ensures the symmetrical loading
of the bus bar sections.

Electric consumers should be arranged symmetrically on the bus bar
sections.

The switchboard design is mainly determined by the level of the short cir-
cuit currents which have to be withstand and by the breaking capacity of
the circuit breakers (CB).

The voltage choice for the main switchboard depends on several factors.
On board of a vessel it is usually handier to use low voltage. Due to short
circuit restrictions the following table can be used for voltage choice as a
rule of thumb:

Total installed alternator power

< 10 – 12 MW

(and: Single propulsion motor < 3.5 MW)

< 13 – 15 MW

(and: Single propulsion motor < 4.5 MW)

< 48 MW

< 130 MW

Voltage

440 V

690 V

6,600 V

11,000 V

Table 186: Rule of thumb for the voltage choice

Breaking capacity of CB

100 kA

30 kA

50 kA

▪

The design of the alternators and the electric plant always has to be bal-
anced between voltage choice, availability of reactive power, short circuit
level and allowed total harmonic distortion (THD).

▪ On the one hand side a small xd” of an alternator increases the short cir-
cuit current Isc”, which also increases the forces the switchboard has to
withstand (F ~ Isc” ^ 2). This may lead to the need of a higher voltage. On
the other side a small xd” gives a lower THD but a higher weight and a
bigger size of the alternator. As a rule of thumb a xd”=16 % is a good
figure for low voltage alternators and a xd”=14 % is good for medium
voltage alternators.

▪

For a rough estimation of the short circuit currents the following formulas
can be used:

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Short circuit level [kA] (rough)

Legend

Alternators

n * Pr / (√3 * Ur * xd” * cos φGrid)

n: No. of alternators connected

Pr: Rated power of alternator [kWe]

Ur: Rated voltage [V]

xd”: Subtransient reactance [%]

cos φ: Power factor of the vessel´s network

(typically = 0.9)

Motors

n * 6 * Pr / (√3 * Ur * xd” * cos φMotor)

n: No. of motors (directly) connected

Pr: Rated power of motor [kWe]

Ur: Rated voltage [V]

xd”: Subtransient reactance [%]

cos φ: Power factor of the motor

(typically = 0.85 … 0.90 for an induction motor)

Converters

Frequency converters do not contribute
to the Isc”

Table 187: Formulas for a rough estimation of the short circuit currents

▪

The dimensioning of the cubicles in the main switchboard is usually done
accordingly to the rated current for each incoming and outgoing panel.
For a concept evaluation the following formulas can be used:

Type of switchboard cubicle

Rated current [kA]

Legend

Alternator incoming

Pr / (√3 * Ur * cos φGrid)

Pr: Rated power of alternator [kWe]

Transformer outgoing

Sr / (√3 * Ur)

Ur: Rated voltage [V]

cos φ: Power factor of the network

(typically = 0.9)

Sr: Apparent power of transformer
[kVA]

Ur: Rated voltage [V]

Motor outgoing (Induction
motor controlled by a
PWM-converter)

Motor outgoing (Induction
motor started: DoL, Y/∆,
Soft-Starter)

Pr / (√3 * Ur * cos φConverter * ηMotor * ηConverter)

Pr: Rated power of motor [kWe]

Ur: Rated voltage [V]

cos φ: Power factor converter

(typically = 0.95)

ηMotor: typically = 0.96

ηConverterr: typically = 0.97

Pr / (√3 * Ur * cos φMotor * ηMotor)

Pr: Rated power of motor [kWe]

Ur: Rated voltage [V]

cos φ: Power factor motor
(typically = 0.85...0.90)

ηMotor: typically = 0.96

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▪

The choice of the type of the E-motor depends on the application. Usu-
ally induction motors are used up to a power of 7 MW (ηMotor: typically =
0.96). If it comes to applications above 7 MW per E-motor often synchro-
nous machines are used. Also in applications with slow speed E-motors
(without a reduction gearbox), for ice going or pod-driven vessels often
synchronous E-motors (ηMotor: typically = 0.97) are used.

In plants with frequency converters based on VSI-technology (PWM type)
the converter itself can deliver reactive power to the E-motor. So often a
power factor cos φ = 0.9 is a good figure to design the alternator rating.
Nevertheless there has to be sufficient reactive power for the ship con-
sumers, so that a lack in reactive power does not lead to unnecessary
starts of (standby) alternators.

The harmonics can be improved (if necessary) by using supply trans-
formers for the frequency converters with a 30 ° phase shift between the
two secondary windings, which cancel the dominant 5th and 7th harmonic
currents. Also an increase in the pulse number leads to lower THD. Using
a 12-pulse configuration with a PWM type of converter the resulting har-
monic distortion will normally be below the limits defined by the classifi-
cation societies. When using a transformer less solution with a converter
with an Active Front End (Sinusoidal input rectifier) or in a 6-pulse config-
uration usually THD-filters are necessary to mitigate the THD on the sub-
distributions.

The final layout of the electrical plant and the components has always to be
based on a detailed analysis and a calculation of the short circuit levels, the
load flows and the THD levels as well as on an economical evaluation.

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8.7

Over-torque capability

In diesel-electric propulsion plants, which are operating with a fix pitch pro-
peller, the dimensioning of the electric propulsion motor has to be done
accurately, in order to have sufficient propulsion power available. For dimen-
sioning the electric motor it has to be investigated what amount of over-tor-
que, which directly defines the motor´s cost, weight and space demand, is
required to operate the propeller with sufficient power also in situations,
where additional power is needed (for example because of heavy weather or
icy conditions).

Usually a constant power range of 5 – 10 % is applied on the propulsion
(Field weakening range), where constant E-motor power is available.

Figure 165: Example: Over-torque capability of an E-propulsion train for a FPP-driven vessel

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8.8

Power management

Power management system

The following main functions are typical for a power management system
(PMS):

Automatic load dependent start/stop of GenSets/alternators

▪
▪ Manual starting/stopping of GenSets/alternators

▪

Fault dependent start/stop of standby GenSets/alternators in cases of
under-frequency and/or under-voltage

Start of GenSets/alternators in case of a blackout (black-start capability)

Determining and selection of the starting/stopping sequence of GenSets/
alternators

Start and supervise the automatic synchronization of alternators and bus
tie breakers

Balanced and unbalanced load application and sharing between
GenSets/alternators. Often an emergency programme for quickest possi-
ble load acceptance is necessary.

Regulation of the network frequency (with static droop or constant fre-
quency)

Distribution of active load between alternators

Distribution of reactive load between alternators

Handling and blocking of heavy consumers

Automatic load shedding

Tripping of non-essential consumers

Bus tie and breaker monitoring and control

All questions regarding the interfaces from/to the power management sys-
tem have to be clarified with MAN Diesel & Turbo at an early project stage.

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8.9

Example configurations of electric propulsion plants

Offshore Support Vessels

The term “Offshore Service & Supply Vessel” includes a large class of vessel
types, such as Platform Supply Vessels (PSV), Anchor Handling/Tug/Supply
(AHTS), Offshore Construction Vessel (OCV), Diving Support Vessel (DSV),
Multipurpose Vessel, etc.

Electric propulsion is the norm in ships which frequently require dynamic
positioning and station keeping capability. Initially these vessels mainly used
variable speed motor drives and fixed pitch propellers. Now they mostly
deploy variable speed thrusters and they are also often equipped with hybrid
propulsion systems.

Figure 166: Example: Diesel-electric propulsion configuration of a PSV

In offshore applications often frequency converters with a 6-pulse configura-
tion or with an Active Front End are used, which give specific benefits in the
space consumption of the electric plant, as it is possible to get rid of the
heavy and bulky supply transformers.

Type of converter/drive

Supply transformer

Type of E-motor

Pros & cons

6 pulse Drive or
Active Front End

Induction

+ Transformer less solution

+ Less space and weight

– THD filters to be considered

Table 189: Main DE-components for offshore applications

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LNG Carriers

A propulsion configuration with two E-motors (e.g. 600 RPM or 720 RPM)
and a reduction gearbox (Twin-in-single-out) is a typical configuration, which
is used at LNG carriers where the installed alternator power is in the range of
about 40 MW. The electric plant fulfils high redundancy requirements. Due to
the high propulsion power, which is required and higher efficiencies, mainly
synchronous E-motors are used.

Figure 167: Example: Diesel-electric propulsion configuration of a LNG carrier with geared transmission,
single screw and fixed pitch propeller

Type of converter/drive

Supply transformer

Type of E-motor

Pros & cons

VSI with PWM

24 pulse

Synchronous

+ High propulsion power

Table 190: Main DE-components for a LNG carrier

For ice going carriers and tankers also podded propulsion is a robust solu-
tion, which has been applied in several vessels.

+ High drive & motor efficiency

+ Low harmonics

– Complex E-plant configuration

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Cruise and ferries

Passenger vessels – cruise ships and ferries – are an important application
field for diesel-electric propulsion. Safety and comfort are paramount. New
regulations, as “Safe Return to Port”, require a high reliable and redundant
electric propulsion plant and also onboard comfort is of high priority, allowing
only low levels of noise and vibration from the ship´s machinery.

A typical electric propulsion plant is shown in the example below.

Figure 168: Example: Diesel-electric propulsion configuration of a cruise liner, twin screw, gear less

Type of converter/drive

Supply transformer

Type of E-motor

Pros & cons

VSI with PWM

24 pulse

Synchronous

+ Highly redundant & reliable

(e.g. slow speed 150
RPM)

+ High drive & motor efficiency

+ Low noise & vibration

– Complex E-plant configuration

Table 191: Main DE-components for a cruise liner

For cruise liners often also geared transmission is applied as well as pods.

For a RoPax ferry almost the same requirements are valid as for a cruise
liner.

The figure below shows an electric propulsion plant with a “classical” config-
uration, consisting of E-motors (e.g. 1,200 RPM), geared transmission, fre-
quency converters and supply transformers.

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Figure 169: Example: Diesel-electric propulsion configuration of a RoPax ferry, twin screw, geared
transmission

Type of converter/drive

Supply transformer

Type of E-motor

Pros & cons

VSI-type

12 pulse,

Induction

+ Robust & reliable technology

(with PWM technology)

two secondary windings,
30° phase shift

Table 192: Main DE-components for a RoPax ferry

+ No seperate THD filters

– More space & weight (com-
pared to transformer less solu-
tion)

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Low loss applications

As MAN Diesel & Turbo works together with different suppliers for diesel-
electric propulsion plants an optimal matched solution can be designed for
each application, using the most efficient components from the market. The
following example shows a low loss solution, patented by STADT AS (Nor-
way).

In many cases a combination of an E-propulsion motor, running on two con-
stants speeds (Medium, high) and a pitch controllable propeller (CPP) gives a
high reliable and compact solution.

Figure 170: Example: Diesel-electric propulsion configuration of a RoRo, twin screw, geared transmission

Type of converter/drive

Supply transformer

Type of E-motor

Pros & cons

Sinusoidal drive

Induction

+ Highly reliable & compact

(Patented by STADT AS)

(Two speeds)

+ Very low losses

+ Transformer less solution

+ Low THD (No THD filters

needed)

– Only applicable with a CP pro-
peller

Table 193: Main DE-components of a low loss application (Patented by STADT AS)

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8.10

High-efficient diesel-electric propulsion plants with variable speed GenSets
(EPROX)

Recent developments in electric components, which are used in a diesel-
electric propulsion plant show solutions for a fuel-saving propulsion system.
For many years, electric propulsion employs alternating current (AC) for the
main switchboards. Since some years also direct current (DC) distributions
are applied here. In such a system the advantages of AC components, like
alternators and e-propulsion motors are combined with the DC distribution.
Just as the variable speed drives enable the e-propulsion motors to run at
their optimum working point, the DC distribution allows the diesel engines to
operate with variable speed for highest fuel-oil efficiency at each load level.
Such a system enables a decoupled operation of diesel engines, propulsion
drives and other consumers of electric power, where each power source and
consumer can be controlled and optimized independently.

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Figure 171: Example: High-efficient electric propulsion plant based on a DC distribution; with integrated
batteries for energy storage

As a result constant speed operation for the GenSets is no longer a con-
straint. When the main gensets run at constant rpm with control of the power
delivered, fuel efficiency is compromised. Utilizing an enlarged engine opera-
tion map with a speed range of 60 % to 100 % paves the way to a high
potential in fuel oil saving. According to the total system load each engine
can operate at an individual speed set point, in order to achieve a minimum
in fuel oil consumption.

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Figure 172: Typical SFOC map for a four stroke medium speed diesel engine (for illustration purpose only)

Another major advantage of the system is the possible integration of energy
storage devices, like batteries. They can reduce the transient loads on the
engines, improve the dynamic response and the manoeuvrability of the pro-
pulsion system and absorb rapid power fluctuations from the vessel´s grid.
Fast load applications are removed from the engines and peak loads are
shaved.

It is also beneficial to run the engines always on high loads, where their spe-
cific fuel oil consumption is lowest. This degree of freedom can be utilized
and surplus power can charge the batteries. If less power is required, one
engine can be shut down, with the remaining ones running still with a high
loading, supported by power out of the batteries.

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Figure 173: Batteries enable the diesel engines to operate at a high loading respectively with low specific
fuel oil consumption

8.11

Fuel-saving hybrid propulsion system (HyProp ECO)

For many applications a hybrid propulsion system is a good choice, espe-
cially when flexibility, performance and efficiency are required. With HyProp
ECO a system solution has been developed, which combines a diesel engine
and an electric machine in a smart manner.

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Figure 174: Principal layout of a HyProp ECO propulsion system

Beside the main diesel engine, the auxiliary GenSets, a 2-step reduction
gearbox and the CP propeller a reversible electric machine, a frequency con-
verter and a bypass are the key components of the system. With this many
operation modes can be achieved. When operating the system via the
bypass the normal PTO and PTI-boosting modes can be applied without any
losses in the transmission line to/from the main switchboard. Utilizing the fre-
quency converter is done for two different purposes. Either it is used for
starting-up the electric machine as emergency propulsion motor (PTH) in
case the main engine is off. Usually the 2nd step in the gearbox is then used.
Or the converter is of a bi-directional type and the propeller can be operated
very efficiently at combinator mode with the PTO running in parallel with the
auxiliary gensets with a constant voltage and frequency towards the main
switchboard. In this mode the converter can also be used for diesel-electric
propulsion as variable speed drive for the propeller.

The major advantage of HyProp ECO is that costly components, like the fre-
quency converter can be designed small. A typical figure for its size is 30 %
of the installed alternator/motor power as for almost all modes, where the
converter is involved, the required power is much lower compared to a
design for pure PTO/PTI purposes. Therefore HyProp ECO combines lowest
investment with optimized performance.

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9.1

Annex

Safety instructions and necessary safety measures

9.1.1

General

The following list of basic safety instructions, in combination with further
engine documentation like user manual and working instructions, should
ensure a safe handling of the engine. Due to variations between specific
plants, this list does not claim to be complete and may vary with regard to
project specific requirements.

There are risks at the interfaces of the engine, which have to be eliminated or
minimised in the context of integrating the engine into the plant system.
Responsible for this is the legal person which is responsible for the integra-
tion of the engine.

Following prerequisites need to be fulfilled:

▪

Layout, calculation, design and execution of the plant have to be state of
the art.

All relevant classification rules, regulations and laws are considered, eval-
uated and are included in the system planning.

The project-specific requirements of MAN Diesel & Turbo regarding the
engine and its connection to the plant are implemented.

In principle, the more stringent requirements of a specific document is
applied if its relevance is given for the plant.

9.1.2

Safety equipment and measures provided by plant-side

▪

Proper execution of the work

Generally, it is necessary to ensure that all work is properly done accord-
ing to the task trained and qualified personnel.

All tools and equipment must be provided to ensure adequate accesible
and safe execution of works in all life cycles of the plant.

Special attention must be paid to the execution of the electrical equip-
ment. By selection of suitable specialised companies and personnel, it
has to be ensured that a faulty feeding of media, electric voltage and
electric currents will be avoided.

▪

Fire protection

A fire protection concept for the plant needs to be executed. All from
safety considerations resulting necessary measures must be implemen-
ted. The specific remaining risks, e.g. the escape of flammable media
from leaking connections, must be considered.

Generally, any ignition sources, such as smoking or open fire in the main-
tenance and protection area of the engine is prohibited.

Smoke detection systems and fire alarm systems have to be installed
and in operation.

▪

Electrical safety

Standards and legislations for electrical safety have to be followed. Suita-
ble measures must be taken to avoid electrical short circuit, lethal electric
shocks and plant specific topics as static charging of the piping through
the media flow itself.

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▪

Noise and vibration protection

The noise emission of the engine must be considered early in the plan-
ning and design phase. A soundproofing or noise encapsulation could be
necessary. The foundation must be suitable to withstand the engine
vibration and torque fluctuations. The engine vibration may also have an
impact on installations in the surrounding of the engine, as galleries for
maintenance next to the engine. Vibrations act on the human body and
may dependent on strength, frequency and duration harm health.

▪

Thermal hazards

In workspaces and traffic areas hot surfaces must be isolated or cov-
ered, so that the surface temperatures comply with the limits by stand-
ards or legislations.

Composition of the ground

The ground, workspace, transport/traffic routes and storage areas have
to be designed according to the physical and chemical characteristics of
the excipients and supplies used in the plant.

Safe work for maintenance and operational staff must always be possi-
ble.

▪

Adequate lighting

Light sources for an adequate and sufficient lighting must be provided by
plant-side. The current guidelines should be followed (100 Lux is recom-
mended, see also DIN EN 1679-1).

▪ Working platforms/scaffolds

For work on the engine working platforms/scaffolds must be provided
and further safety precautions must be taken into consideration. Among
other things, it must be possible to work secured by safety belts. Corre-
sponding lifting points/devices have to be provided.

▪

Setting up storage areas

▪

Throughout the plant, suitable storage areas have to be determined for
stabling of components and tools.

It is important to ensure stability, carrying capacity and accessibility. The
quality structure of the ground has to be considered (slip resistance,
resistance against residual liquids of the stored components, considera-
tion of the transport and traffic routes).

Engine room ventilation

An effective ventilation system has to be provided in the engine room to
avoid endangering by contact or by inhalation of fluids, gases, vapours
and dusts which could have harmful, toxic, corrosive and/or acid effects.

Venting of crankcase and turbocharger

The gases/vapours originating from crankcase and turbocharger are
ignitable. It must be ensured that the gases/vapours will not be ignited by
external sources. For multi-engine plants, each engine has to be ventila-
ted separately. The engine ventilation of different engines must not be
connected.

In case of an installed suction system, it has to be ensured that it will not
be stopped until at least 20 minutes after engine shutdown.

▪

Intake air filtering

In case air intake is realised through piping and not by means of the tur-
bocharger´s intake silencer, appropriate measures for air filtering must be
provided. It must be ensured that particles exceeding 5 µm will be
restrained by an air filtration system.

▪ Quality of the intake air

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It has to be ensured that combustible media will not be sucked in by the
engine.

Intake air quality according to the section Specification of intake air (com-
bustion air), Page 261 has to be guaranteed.

Emergency stop system

The emergency stop system requires special care during planning, reali-
sation, commissioning and testing at site to avoid dangerous operating
conditions. The assessment of the effects on other system components
caused by an emergency stop of the engine must be carried out by
plant-side.

Fail-safe 24 V power supply

Because engine control, alarm system and safety system are connected
to a 24 V power supply this part of the plant has to be designed fail-safe
to ensure a regular engine operation.

Hazards by rotating parts/shafts

Contact with rotating parts must be excluded by plant-side (e.g. free
shaft end, flywheel, coupling).

Safeguarding of the surrounding area of the flywheel

The entire area of the flywheel has to be safeguarded by plant-side.

Special care must be taken, inter alia, to prevent from: ejection of parts,
contact with moving machine parts and falling into the flywheel area.

Securing of the engine´s turning gear

The turning gear has to be equipped with an optical and acoustic warn-
ing device. When the turning gear is first activated, there has to be a cer-
tain delay between the emission of the warning device's signals and the
start of the turning gear. The gear wheel of the turning gear has to be
covered. The turning gear should be equipped with a remote control,
allowing optimal positioning of the operator, overlooking the entire hazard
area (a cable of approximately 20 m length is recommended). Uninten-
tional engagement or start of the turning gear must be prevented reliably.

It has to be prescribed in the form of a working instruction that:

–

the turning gear has to be operated by at least two persons

the work area must be secured against unauthorised entry

only trained personnel is permissible to operate the turning gear

Securing of the starting air pipe

To secure against unintentional restarting of the engine during mainte-
nance work, a disconnection and depressurisation of the engine´s start-
ing air system must be possible. A lockable starting air stop valve must
be provided in the starting air pipe to the engine.

Securing of the turbocharger rotor

To secure against unintentional turning of the turbocharger rotor while
maintenance work, it must be possible to prevent draught in the exhaust
gas duct and, if necessary, to secure the rotor against rotation.

Consideration of the blow-off zone of the crankcase cover´s relief valves

During crankcase explosions, the resulting hot gases will be blown out of
the crankcase through the relief valves. This must be considered in the
overall planning.

Installation of flexible connections

For installation of flexible connections follow strictly the information given
in the planning and final documentation and the manufacturer manual.

▪

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Flexible connections may be sensitive to corrosive media. For cleaning
only adequate cleaning agents must be used (see manufacturer manual).
Substances containing chlorine or other halogens are generally not per-
missible.

Flexible connections have to be checked regularly and replaced after any
damage or lifetime given in manufacturer manual.

▪

Connection of exhaust port of the turbocharger to the exhaust gas sys-
tem of the plant

The connection between the exhaust port of the turbocharger and the
exhaust gas system of the plant has to be executed gas tight and must
be equipped with a fire proof insulation.

The surface temperature of the fire insulation must not exceed 220 °C.

In workspaces and traffic areas, a suitable contact protection has to be
provided whose surface temperature must not exceed 60 °C.

The connection has to be equipped with compensators for longitudinal
expansion and axis displacement in consideration of the occurring vibra-
tions (the flange of the turbocharger reaches temperatures of up to
450 °C).

▪ Media systems

▪

The stated media system pressures must be complied. It must be possi-
ble to close off each plant-side media system from the engine and to
depressurise these closed off pipings at the engine. Safety devices in
case of system overpressure must be provided.

Drainable supplies and excipients

Supply system and excipient system must be drainable and must be
secured against unintentional recommissioning (EN 1037). Sufficient ven-
tilation at the filling, emptying and ventilation points must be ensured.
The residual quantities which must be emptied have to be collected and
disposed of properly.

Spray guard has to be ensured for liquids possibly leaking from the
flanges of the plant´s piping system. The emerging media must be
drained off and collected safely.

Charge air blow-off piping (if applied)

The piping must be executed by plant-side and must be suitably isola-
ted. In workspaces and traffic areas, a suitable contact protection has to
be provided whose surface temperature must not exceed 60 °C.

Signs

–

Following figure shows exemplarily the risks in the area of a combus-
tion engine. This may vary slightly for the specific engine.

This warning sign has to be mounted clearly visibly at the engine as
well as at all entrances to the engine room or to the power house.

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Figure 175: Warning sign E11.48991-1108

– Prohibited area signs

Dependending on the application, it is possible that specific operat-
ing ranges of the engine must be prohibited.

In these cases, the signs will be delivered together with the engine,
which have to be mounted clearly visibly on places at the engine
which allow intervention of the engine operation.

▪ Optical and acoustic warning device

Communication in the engine room/power house may be impaired by
noise. Acoustic warning signals might not be heard. Therefore it is nec-
essary to check where at the plant optical warning signals (e.g. flash
lamp) should be provided.

In any case, optical and acoustic warning devices are necessary while
using the turning gear and while starting/stopping the engine.

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9.2

Programme for Factory Acceptance Test (FAT)

According to quality guide line: Q10.09053-0013

Please see overleaf!

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9.3

Engine running-in

Prerequisites

Engines require a running-in period in case one of the following conditions
applies:

▪ When put into operation on site, if

–

after test run the pistons or bearings were dismantled for inspection
or

the engine was partially or fully dismantled for transport.

After fitting new drive train components, such as cylinder liners, pistons,
piston rings, crankshaft bearings, big-end bearings and piston pin bear-
ings.

After the fitting of used bearing shells.

After long-term low load operation (> 500 operating hours).

▪

Supplementary information

During the running-in procedure the unevenness of the piston-ring surfaces
and cylinder contact surfaces is removed. The running-in period is comple-
ted once the first piston ring perfectly seals the combustion chamber. i.e. the
first piston ring should show an evenly worn contact surface. If the engine is
subjected to higher loads, prior to having been running-in, then the hot
exhaust gases will pass between the piston rings and the contact surfaces of
the cylinder. The oil film will be destroyed in such locations. The result is
material damage (e.g. burn marks) on the contact surface of the piston rings
and the cylinder liner. Later, this may result in increased engine wear and
high lube oil consumption.

The time until the running-in procedure is completed is determined by the
properties and quality of the surfaces of the cylinder liner, the quality of the
fuel and lube oil, as well as by the load of the engine and speed. The run-
ning-in periods indicated in following figures may therefore only be regarded
as approximate values.

Operating media

The running-in period may be carried out preferably using MGO (DMA, DMZ)
or MDO (DMB).

The fuel used must meet the quality standards see section Specification for
engine supplies, Page 221 and the design of the fuel system.

For the running-in of gas four-stroke engines it is best to use the gas which is
to be used later in operation.

Diesel-gas engines are run in using diesel operation with the fuel intended as
the ignition oil.

The running-in lube oil must match the quality standards, with regard to the
fuel quality.

Operating Instructions

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Cylinder lubrication (optional)

Checks

Standard running-in
programme

Running-in during
commissioning on site

Running-in after fitting new
drive train components

Running-in after refitting
used or new bearing shells
(crankshaft, connecting rod
and piston pin bearings)

Running-in after low load
operation

MAN Diesel & Turbo

Engine running-in

The cylinder lubrication must be switched to "Running In" mode during com-
pletion of the running-in procedure. This is done at the control cabinet or at
the control panel (under "Manual Operation"). This ensures that the cylinder
lubrication is already activated over the whole load range when the engine
starts. The running-in process of the piston rings and pistons benefits from
the increased supply of oil. Cylinder lubrication must be returned to "Normal
Mode" once the running-in period has been completed.

Inspections of the bearing temperature and crankcase must be conducted
during the running-in period:

▪

The first inspection must take place after 10 minutes of operation at mini-
mum speed.

An inspection must take place after operation at full load respectively
after operational output level has been reached.

The bearing temperatures (camshaft bearings, big-end and main bearings)
must be determined in comparison with adjoining bearings. For this purpose
an electrical sensor thermometer may be used as a measuring device.

At 85 % load and at 100 % load with nominal speed, the operating data
(ignition pressures, exhaust gas temperatures, charge pressure, etc.) must
be measured and compared with the acceptance report.

Dependent on the application the running-in programme can be derived from
the figures in paragraph Diagram(s) of standard running-in, Page 431. Dur-
ing the entire running-in period, the engine output has to be within the
marked output range. Critical speed ranges are thus avoided.

Most four-stroke engines are subjected to a test run at the manufacturer´s
premises. As such, the engine has usually been run in. Nonetheless, after
installation in the final location, another running-in period is required if the pis-
tons or bearings were disassembled for inspection after the test run, or if the
engine was partially or fully disassembled for transport.

If during revision work the cylinder liners, pistons, or piston rings are
replaced, a new running-in period is required. A running-in period is also
required if the piston rings are replaced in only one piston. The running-in
period must be conducted according to following figures or according to the
associated explanations.

The cylinder liner may be re-honed according to Work Card 050.05, if it is
not replaced. A transportable honing machine may be requested from one of
our Service and Support Locations.

When used bearing shells are reused, or when new bearing shells are instal-
led, these bearings have to be run in. The running-in period should be 3 to 5
hours under progressive loads, applied in stages. The instructions in the pre-
ceding text segments, particularly the ones regarding the "Inspections", and
following figures must be observed.

Idling at higher speeds for long periods of operation should be avoided if at
all possible.

Continuous operation in the low load range may result in substantial internal
pollution of the engine. Residue from fuel and lube oil combustion may cause
deposits on the top-land ring of the piston exposed to combustion, in the
piston ring channels as well as in the inlet channels. Moreover, it is possible
that the charge air and exhaust pipes, the charge air cooler, the turbocharger
and the exhaust gas tank may be polluted with oil.

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Since the piston rings have adapted themselves to the cylinder liner accord-
ing to the running load, increased wear resulting from quick acceleration and
possibly with other engine trouble (leaking piston rings, piston wear) should
be expected.

Therefore, after a longer period of low load operation (≥ 500 hours of opera-
tion) a running-in period should be performed again, depending on the
power, according to following figures.

Also for instruction see section Low load operation, Page 52.

Note:
For further information, you may contact the MAN Diesel & Turbo customer
service or the customer service of the licensee.

Diagrams of standard running-in

Figure 178: Standard running-in programme engines (constant speed)

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Figure 179: Standard running-in programme engines (variable speed)

MAN Diesel & Turbo

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9.4

Definitions

Auxiliary GenSet/auxiliary generator operation

A generator is driven by the engine, hereby the engine is operated at con-
stant speed. The generator supplies the electrical power not for the main
drive, but for supply systems of the vessel.

The mean output range of the engine is between 40 to 80 %.

Loads beyond 100 % up to 110 % of the rated output are permissible only
for a short time to provide additional power for governing purpose only.

Blackout – Dead ship condition

The classification societies define blackout on board ships as a loss of elec-
trical power, but still all necessary alternative energies (e.g. start air, battery
electricity) for starting the engines are available.

Contrary to blackout dead ship condition is a loss of electrical power on
board a ship. The main and all other auxiliary GenSets are not in operation,
also all necessary alternative energies for starting the engines are not availa-
ble. But still it is assumed that the necessary energy for starting the engines
(e.g. emergency alternator) could be restored at any time.

Designation

▪

Designation of engine sides

– Coupling side, CS

The coupling side is the main engine output side and is the side to
which the propeller, the alternator or other working machine is cou-
pled.

–

Free engine end/counter coupling side, CCS

The free engine end is the front face of the engine opposite the cou-
pling side.

Designation of cylinders

The cylinders are numbered in sequence, from the coupling side, 1, 2, 3 etc.
In V engines, looking on the coupling side, the left hand row of cylinders is
designated A, and the right hand row is designated B. Accordingly, the cylin-
ders are referred to as A1-A2-A3 or B1-B2-B3, etc.

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Figure 180: Designation of cylinders

Direction of rotation

Figure 181: Designation: Direction of rotation seen from flywheel end

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Electric propulsion

The generator being driven by the engine supplies electrical power to drive
an electric motor. The power of the electric motor is used to drive a control-
lable pitch or fixed pitch propeller, pods, thrusters, etc.

The mean output range of the engine is between 80 to 95 % and the fuel
consumption is optimised at 85 % load.

GenSet

The term "GenSet" is used, if engine and electrical alternator are mounted
together on a common base frame and form a single piece of equipment.

GenSet application (also applies to auxiliary engines on board ships)

Engine and electrical alternator mounted together form a single piece of
equipment to supply electrical power in places where electrical power (cen-
tral power) is not available, or where power is required only temporarily.
Standby GenSets are kept ready to supply power during temporary interrup-
tions of the main supply.

The mean output range of the engine is between 40 to 80 %.

Loads beyond 100 % up to 110 % of the rated output are permissible only
for a short time to provide additional power for governing purpose only.

Gross calorific value (GCV)

This value supposes that the water of combustion is entirely condensed and
that the heat contained in the water vapor is recovered.

Mechanical propulsion with controllable pitch propeller (CPP)

A propeller with adjustable blades is driven by the engine.

The CPP´s pitch can be adjusted to absorb all the power that the engine is
capable of producing at nearly any rotational speed.

Thereby the mean output range of the engine is between 80 to 95 % and the
fuel consumption is optimised at 85 % load.

Mechanical propulsion with fixed pitch propeller (FPP)

A fixed pitch propeller is driven by the engine. The FPP is always working
very close to the theoretical propeller curve (power input ~ n3). A higher tor-
que in comparison to the CPP even at low rotational speed is present.

To protect the engine against overloading its rated output is reduced up to
90 %. The turbocharging system is adapted. Engine speed reduction of up
to 10 % at maximum torque is permissible.

The mean output range of the engine is between 80 to 95 % of its available
output and the fuel consumption is optimised at 85 % load.

Multi-engine propulsion plant

In a multi-engine propulsion plant at least two or more engines are available
for propulsion.

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Net calorific value (NCV)

This value supposes that the products of combustion contain the water
vapor and that the heat in the water vapor is not recovered.

Offshore application

Offshore construction and offshore drilling place high requirements regarding
the engine´s acceleration and load application behaviour. Higher require-
ments exist also regarding the permissible engine´s inclination.

The mean output range of the engine is between 15 to 60 %. Acceleration
from engine start up to 100 % load must be possible within a specified time.

Output

▪

ISO standard output (as specified in DIN ISO 3046-1)

Maximum continuous rating of the engine at nominal speed under
ISO conditions, provided that maintenance is carried out as specified.

▪ Operating-standard-output (as specified in DIN ISO 3046-1)

Maximum continuous rating of the engine at nominal speed taking in
account the kind of application and the local ambient conditions, provi-
ded that maintenance is carried out as specified. For marine applications
this is stated on the type plate of the engine.

Fuel stop power (as specified in DIN ISO 3046-1)

Fuel stop power defines the maximum rating of the engine theoretical
possible, if the maximum possible fuel amount is used (blocking limit).

Rated power (in accordance to rules of Germanischer Lloyd)

Maximum possible continuous power at rated speed and at defined
ambient conditions, provided that maintenances carried out as specified.

▪

▪ Overload power (in accordance to rules of Germanischer Lloyd)

110 % of rated power, that can be demonstrated for marine engines for
an uninterrupted period of one hour.

▪ Output explanation

Power of the engine at distinct speed and distinct torque.

▪

100 % output

100 % output is equal to the rated power only at rated speed. 100 %
output of the engine can be reached at lower speed also if the torque is
increased.

Nominal output

= rated power.

▪ MCR

Maximum continuous rating.

▪

ECR

Economic continuous rating = output of the engine with the lowest fuel
consumption.

Single engine propulsion plant

In a single engine propulsion plant only one single engine is available for pro-
pulsion.

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Suction dredger application (mechanical drive of pumps)

For direct drive of a suction dredger pump by the engine via gear box the
engine speed is directly influenced by the load on the suction pump.

To protect the engine against overloading its rated output is reduced up to
90 %. The turbocharging system is adapted. Engine speed reduction of up
to 20 % at maximum torque is released.

Possibly the permissible engine operating curve has to be adapted to the
pump characteristics by means of a power output adaption respectively the
power demand of the pump has to be optimised particularly while start-up
operation.

The mean output range of the engine is between 80 to 100 % of its available
output and the fuel consumption is optimised at 85 % load.

Waterjet application

A marine propulsion system that creates a jet of water that propels the ves-
sel. The waterjet is always working close to the theoretical propeller curve
(power input ~ n3).

To protect the engine against overloading its rated output is reduced up to
90 %. The turbocharging system is adapted. Engine speed reduction of up
to 10 % at maximum torque is permissible.

The mean output range of the engine is between 80 % to 95 % of its availa-
ble output and the fuel consumption is optimised at 85 % load.

Weight definitions for SCR

▪

Handling weight (reactor only):

This is the "net weight" of the reactor without catalysts, relevant for trans-
port, logistics, etc.

▪ Operational weight (with catalysts):

That's the weight of the reactor in operation, that is equipped with a layer
of catalyst and the second layer empty – as reserve.

▪ Maximum weight structurally:

This is relevant for the static planning purposes maximum weight, that is
equipped with two layers catalysts.

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9.5

Abbreviations

Abbreviation

Explanation

CCM

CCS

ECR

EDS

GCV

GVU

HFO

HT CW

LT CW

MCR

MDO

MGO

NCV

OMD

SaCoS

SECA

STC

TAN

TBO

Base number

Crankcase monitoring system

Counter coupling side

Coupling side

Economic continuous rating

Engine diagnostics system

Gross calorific value

Gas Valve Unit

Heavy fuel oil

High temperature cooling water

Low temperature cooling water

Maximum continuous rating

Marine diesel oil

Marine gas oil

Methane number

Net calorific value

Oil mist detection

Safety and control system

Sulphur emission control area

Sealed plunger

Sequential turbocharging

Total acid number

Time between overhaul

Turbocharger

Temperature controller

ULSHFO

Ultra low sulphur heavy fuel oil

9.6

Symbols

Note:
The symbols shown should only be seen as examples and can differ from
the symbols in the diagrams.

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8
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Figure 182: Symbols used in functional and pipeline diagrams 1

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2
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2

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Figure 183: Symbols used in functional and pipeline diagrams 2

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2
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6
1
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2

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6
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Figure 184: Symbols used in functional and pipeline diagrams 3

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8
1
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s

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a
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s
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P
7
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9

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MAN Diesel & Turbo

Figure 185: Symbols used in functional and pipeline diagrams 4

9.7

Preservation, packaging, storage

9.7.1

General

Introduction

Engines are internally and externally treated with preservation agent before
delivery. The type of preservation and packaging must be adjusted to the
means of transport and to the type and period of storage. Improper storage
may cause severe damage to the product.

Packaging and preservation of engine

The type of packaging depends on the requirements imposed by means of
transport and storage period, climatic and environmental effects during
transport and storage conditions as well as on the preservative agent used.

As standard, engines are preserved for a storage period of 12 months and
for sea transport.

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MAN Diesel & Turbo

Note:
The packaging must be protected against damage. It must only be removed
when a follow-up preservation is required or when the packaged material is
to be used.

Preservation and packaging of assemblies and engine parts

Unless stated otherwise in the order text, the preservation and packaging of
assemblies and engine parts must be carried out such that the parts will not
be damaged during transport and that the corrosion protection remains fully
intact for a period of at least 12 months when stored in a roofed dry room.

Transport

Transport and packaging of the engine, assemblies and engine parts must
be coordinated.

After transportation, any damage to the corrosion protection and packaging
must be rectified, and/or MAN Diesel & Turbo must be notified immediately.

9.7.2

Storage location and duration

Storage location

Storage location of engine

As standard, the engine is packaged and preserved for outdoor storage.

The storage location must meet the following requirements:

▪

Engine is stored on firm and dry ground.

Packaging material does not absorb any moisture from the ground.

Engine is accessible for visual checks.

Storage location of
assemblies and engine parts

Assemblies and engine parts must always be stored in a roofed dry room.

The storage location must meet the following requirements:

▪

Parts are protected against environmental effects and the elements.

The room must be well ventilated.

Parts are stored on firm and dry ground.

Packaging material does not absorb any moisture from the ground.

Parts cannot be damaged.

Parts are accessible for visual inspection.

An allocation of assemblies and engine parts to the order or requisition
must be possible at all times.

Note:
Packaging made of or including VCI paper or VCI film must not be opened or
must be closed immediately after opening.

Storage conditions

In general the following requirements must be met:

▪ Minimum ambient temperature: –10 °C
▪ Maximum ambient temperature: +60 °C

▪

Relative humidity: < 60 %

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In case these conditions cannot be met, contact MAN Diesel & Turbo for
clarification.

Storage period

The permissible storage period of 12 months must not be exceeded.

Before the maximum storage period is reached:

▪

Check the condition of the stored engine, assemblies and parts.

Renew the preservation or install the engine or components at their
intended location.

9.7.3

Follow-up preservation when preservation period is exceeded

A follow-up preservation must be performed before the maximum storage
period has elapsed, i.e. generally after 12 months.

Request assistance by authorised personnel of MAN Diesel & Turbo.

9.7.4

Removal of corrosion protection

Packaging and corrosion protection must only be removed from the engine
immediately before commissioning the engine in its installation location.

Remove outer protective layers, any foreign body from engine or component
(VCI packs, blanking covers, etc.), check engine and components for dam-
age and corrosion, perform corrective measures, if required.

The preservation agents sprayed inside the engine do not require any special
attention. They will be washed off by engine oil during subsequent engine
operation.

Contact MAN Diesel & Turbo if you have any questions.

9.8

Engine colour

Engine standard colour according RAL colour table is RAL 7040.

Other colours on request.

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Index

Abbreviations
Acceleration times

Additions to fuel consumption
Aging (Increase of S.F.C.)
Air

Consumption (Jet Assist)
Flow rates
Starting air consumption

Starting air vessels, compres-
sors
Temperature

Air vessels

Capacities

Condensate amount

Airborne noise
Alignment
Engine
Alternator

Reverse power protection
Ambient conditions causes derat-
ing
Angle of inclination
Approved applications
Arctic conditions
Arrangement

Attached pumps
Flywheel
Attached pumps
Arrangement
Capacities

Auxiliary generator operation

Definiton

Auxiliary GenSet operation

Definition

Auxiliary power generation
Available outputs

Permissible frequency devia-
tions
Related reference conditions

Bearing, permissible loads
Blackout

Definition

Blowing-off the exhaust gas

0
.
1

-
8
1
-
2
0
-
6
1
0
2

438
63
63
88
95

357
96
86
93
354

276
355
274
142

193

74
43

37
21
66

170
162

170
96

433

433
21

42
43

153

433

Waste gate

By-pass

Capacities

Air vessels
Attached pumps
Pumps
Charge air

Blow-off
Blow-off device

By-pass
By-pass device
Control of charge air tempera-
ture (CHATCO)

Preheating
Temperature control

Charge air cooler

Condensate amount

Flow rates
Heat to be dissipated

Clearance

Propeller

Colour of the engine
Combustion air
Flow rate
Specification

Common rail injection system
Componentes

Exhaust gas system
SCR system

Components of an electric propul-
sion plant
Compressed air
Specification

Compressed air system
Condensate amount

Air vessels
Charge air cooler

Consumption
Control air

39
38
38

355
96
96

38
38
38
38
38
38
39
39
39
38
39
39

274
274
96
96

400
444

96
221
342

361
361
404

221
263
350

274
274
274

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Fuel oil
Jet Assist
Lube oil
Control air

Consumption

Controllable pitch propeller

Definition
Operating range

Cooler

Flow rates
Heat radiation
Heat to be dissipated
Specification, nominal values
Temperature

Cooler dimensioning, general °
Cooling water
Inspecting

Specification

Specification for cleaning

System description
System diagram

Cooling water system – Low speed
operation
Crankcase vent and tank vent
Cross section, engine
Cylinder

Designation

Cylinder liner, removal of

Damper

Moments of inertia - Engine, fly-
wheel

Dead ship condition

Definition
Required starting conditions

Definition of engine rating
Definitions
Derating

As a function of water tempera-
ture
Due to ambient conditions
Due to special conditions or
demands

Design parameters

x
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MAN Diesel & Turbo

86
357
92

86
93

435
78

96
96
96
96
96
303

221
258
221
251
221
258
259
302
299
302
311

296
27

433
379

155

433
50
51
41
433

43
43

Diagram condensate amount °
Diesel fuel see Fuel oil

Earthing

Bearing insulation
Measures
Welding

ECR

Definition
Electric operation
Electric propulsion
Advantages
Definition
Efficiencies
Engine selection
Example of configuration
Form for plant layout
Over-torque capability
Plant components
Plant design
Switchboard and alternator
design
Emissions

Exhaust gas - IMO standard
Static torque fluctuation
Torsional vibrations

Engine

3D Engine viewer
Alignment
Colour
Cross section
Definition of engine rating
Description
Designation

Equipment for various applica-
tons
Inclinations
Main dimensions

Moments of inertia - Damper,
flywheel;
Operation under arctic condi-
tions
Outputs
Overview
Programme
Ratings
Ratings for different applications

Room layout
Room ventilation

274
91

74
74
76

436
60

403
435
403
406
412
400
410
404
405
407

141
159
150
150

385
193
444
27
41
12
29
433
38

37
30
32
155

41
17
11
41
42
43
369
358

0
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1
-
2
0
-
6
1
0
2

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Running-in
Single engine propulsion plant
(Definition)
Speeds
Speeds, Related main data
Weights

Engine automation
Functionality
Installation requirements
Interfaces
Operation
Supply and distribution
System overview
Technical data

Engine cooling water specifications
°
Engine pipe connections and
dimensions
Engine ratings

Power, outputs, speeds
Suction dredger

Excursions of the L engines °
Excursions of the V engines °
Exhaust gas

Back pressure
Emission
Flow rates
Pressure
Smoke emission index
System description
Temperature

Exhaust gas aftertreatment

SCR

Exhaust gas pressure

Due to after treatment

Exhaust gas system
Assemblies
Components

Explanatory notes for operating
supplies

Factory Acceptance Test (FAT)
Filling volumes
Fixed pitch propeller

Definition

Flexible pipe connections

Installation

Flow rates
Air
Cooler
Exhaust gas

0
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8
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2
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6
1
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429
436

41
45
30
32

205
211
208
204
200
195
209
251

267

41
437
269
269

43
141
96
43
141
360
96

361
361
221
221

426
134

435

268
270

96
96
96

Lube oil
Water

Flow resistances
Flywheel

Arrangement
Moments of inertia - Engine,
damper

Follow-up preservation
Foundation

Chocking with synthetic resin
General requirements
Resilient seating
Rigid seating

Four stroke diesel engine pro-
gramme for marine
Frequency deviations
Fuel

Consumption
Dependent on ambient condi-
tions
Diagram of HFO treatment sys-
tem
HFO treatment
MDO supply
Recalculation of consumption
Specification (HFO)
Specification (MDO)
Specification of gas oil (MGO)
Stop power, definition
Supply system (HFO)
Viscosity-diagram (VT)

Fuel oil

Consumption
Diagram of MDO supply system
Diagram of MDO treatment sys-
tem
HFO system
MDO treatment
Specification for gas oil (MGO)

Gas oil

Specification

General requirements

Fixed pitch propulsion control

Propeller pitch control

General requirements for pitch con-
trol
Generator operation/electric propulsion

Power management

GenSet

Definition

96
96
134

162
155

444

179
172
183
173
11

93
93

338

334
326
93
236
234
232
436
339
249

86
332
325

339
325
221

221
232

79
83
79
79

435

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GenSet application

Definition

GenSet/electric propulsion

Operating range
Grid parallel operation

Definition

Gross calorific value (GCV)

Definition

Heat radiation
Heat to be dissipated
Heating power °
Heavy fuel oil (HFO) supply system
°
Heavy fuel oil see Fuel oil
HFO (fuel oil)

Supply system

HFO Operation
HFO see Fuel oil
HT-switching

Idle speed
IMO certification

IMO Marpol Regulation

IMO Tier II

Definition

IMO Tier II, IMO Tier III

Exhaust gas emission

Inclinations
Injection viscosity and temperature
after final preheater °
Installation

Flexible pipe connections

Installation drawings
Intake air (combustion air)

Specification

Intake noise

ISO

Reference conditions
Standard output

Jet Assist

435

436

435

96
96
307
339

339
334
91
52

45
71
79
91
141

141
37
339

268
370

261
144
145

41
41
43
436

Layout of pipes
Lifting device
LNG Carriers
Load

Low load operation
Reduction
Load application

Auxiliary GenSet
Change of load steps
Cold engine (only emergency
case)
Diesel-electric plants
Electric propulsion
General remarks
Preheated engine

Ship electrical systems
Start up time
Load reduction

As a protective safety measure
Recommended
Stopping the engine
Sudden load shedding

Low load operation
LT cooling water volume flow

Additons to fuel consumption

LT-switching
Lube oil

Consumption
Flow rates
Outlets
Specification (HFO)
Specification (MGO)
Specification (MGO/MDO)
System description
System diagram
Temperature

Lube oil filter
Lube oil service tank °
Lube oil system – Low speed oper-
ation

Main dimensions

SCR componentes

Marine diesel oil (MDO) supply sys-
tem for diesel engines
Marine diesel oil see Fuel oil
Marine gas oil

Specification

Air consumption

357

Marine gas oil see Fuel oil

267
387
413

52
65

58
80
50
57
50
58
54
54
63
60
54

66
66
66
65
52

89
52

92
96
288
228
221
223
279
277
96
295
292
287

33
326

221
91

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0
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6
1
0
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MARPOL Regulation

Materials
Piping

Maximum permissible temperature
drop of exhaust gas line
MCR

Definition

MDO

Diagram of treatment system

MDO see Fuel oil
Measuring and control devices

Engine-located

Mechanical propulsion with CPP

Definition
Planning data

Mechanical propulsion with FPP

Definiton
Planning data

Mechanical pump drive
Operating range

MGO (fuel oil)

Specification
MGO see Fuel oil
Moments of inertia
Mounting
Multi engine propulsion plant

Definition

Net calorific value (NCV)

Definition

Noise

Airborne
Intake

Nominal output
Definition

NOx

IMO Tier II, IMO Tier III

Nozzle cooling system
Nozzle cooling water module

Offshore application

Definition
Oil mist detector

Operating

Pressures
Standard-output (definition)
Temperatures

0
.
1

-
8
1
-
2
0
-
6
1
0
2

86
91
141

267
26

436

325
91

213

435
104

435
113

221
91
155
185

435

436

142
144
145

436

141
316
316

436
38
40

130
436
130

Operating range

CPP
FPP
GenSet/electric propulsion
Mechanical pump drive
Operating/service temperatures
and pressures
Operation

Acceleration times

Load application for ship electri-
cal systems
Load reduction
Low load
Propeller

Running-in of engine

Output

Available outputs, related refer-
ence conditions
Definition
Engine ratings, power, speeds
ISO Standard

Permissible frequency devia-
tions

Overload power
Definition

Packaging
Part load operation
Permissible frequency deviations

Available outputs

Pipe dimensioning
Piping

Materials
Propeller layout
Piston, removal of
Pitch control

General requirements

Planning data

Electric propulsion

Flow rates of cooler
Heat to be dissipated
Mechanical propulsion with
CPP
Mechanical propulsion with FPP
Suction dredger/pumps
(mechanical drive)
Temperature

78
82
70
85
130

63
63
60

65
52
63
76
429

42
43
436
41
41
42
43
71

436

442
52

71
267

267
400
379

96
98
96
96
104

113
121

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Postlubrication
Power

Engine ratings, outputs, speeds

Power drive connection

Power management
Preheated engine

Load application

Preheating

At starting

Charge air
Preheating module
Prelubrication
Preservation
Propeller

Clearance
General requirements for pitch
control
Layout data
Operating range CPP
Operation, suction dredger
(pump drive)

Pumps

Arrangement of attached
pumps
Capacities
Service support for FPP

Rated power
Definition

Ratings (output) for different appli-
cations, engine
Reduction of load
Reference conditions (ISO)
Removal

Cylinder liner
Piston

Removal of corrosion protection
Reverse power protection

Alternator
Rigid seating
Room layout
Running-in

SaCoSone

x
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Control Unit
System overview

Safety

Instructions

288

41
153
155
155
72

49
49
39
322
288
442

400
79

400
78
78

170

96
95

436
42
43
65
41

379
379
444

74
173
369
429

195
195

421

Measures

SCR

Boundary conditions
Operation and regeneration
Scope of supply
System overview
Warranty coverage

SCR system

Componentes
General
Installation
Recommendations
SCR system components

Overview

Selective catalytic reduction
Service tanks capacity °
Slow turn

Smoke emission index
Specification

Cleaning agents for cooling
water
Combustion air
Compressed air
Cooling water inspecting

Cooling water system cleaning

Diesel oil (MDO)
Engine cooling water

Fuel (Gas oil, Marine gas oil)
Fuel (HFO)
Fuel (MDO)
Fuel (MGO)
Gas oil
Heavy fuel oil
Intake air
Intake air (combustion air)
Lube oil (HFO)
Lube oil (MGO)
Lube oil (MGO/MDO)
Viscosity-diagram

Specification for intake air (com-
bustion air)
Speed

Adjusting range
Droop
Engine ratings

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25
25
24
24
26

363
361
366
366

16
23
134
38
40
50
50
51
141

221
259
221
221
221
258
221
258
259
234
221
251
221
236
234
232
232
236
221
261
228
221
223
249
261

45
45
45

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Engine ratings, power, outputs
Idling
Main data
Mimimum engine speed

Speeds

Clutch activation
Idling
Mimimum engine speed

Splash oil monitoring

Standard engine ratings
Stand-by operation capability

Start up time
Starting

Starting air

/control air consumption °
Compressors
Consumption

Jet Assist
System description
System diagram
Vessels
vessels, compressors

Starting air system
Starting air vessels, compressors °
Static torque fluctuation
Stopping the engine
Storage
Storage location and duration
Suction dredger application

Definition

Suction dredger/pumps (mechanical drive)

Planning data

Sudden load shedding
Supply system

Blackout conditions
HFO
MDO
Switching: HT
Switching: LT
Symbols

For drawings

0
.
1

-
8
1
-
2
0
-
6
1
0
2

Table of ratings

Temperature

Air
Cooling water
Exhaust gas

41
45
45
45

45
45
45
38
40
41
49
49
55
49
49

93
354
86
93
357
350
354
354
354
350
354
159
66
442
443

437

121
65

349
339
332
52
52

438

41
41

96
96
96

Lube oil

Temperature control

Charge air

Media

Time limits for low load operation
Torsional vibration

Turbocharger assignments
Two-stage charge air cooler

Unloading the engine

Variable Injection Timing (VIT)
Variable Valve Timing (VVT)
Venting

Crankcase, turbocharger

Vibration, torsional

Viscosity-temperature-diagram

Waste gate
Wate gate
Water

Flow rates
Specification for engine cooling
water

Water systems

Cooling water collecting and
supply system
Engine cooling

Miscellaneous items
Nozzle cooling
Turbine washing device

Waterjet application

Definition

Weights

Engine

Lifting device
SCR componentes

Welding

Earthing

Windmilling protection

Works test

38
39
208
52
150
150
30
38
39

40
38

140
150
150
249

39
38

96
221
251

309

299
302
312
316
315

437

30
32
387
33

76
80
84
426

x
e
d
n
I

MAN 32/40 IMO Tier III, Project Guide – Marine, EN

451 (451)

Page 454

Page 455

Page 456

All data provided in this document is non-binding. This data serves informational

purposes only and is especially not guaranteed in any way. Depending on the

subsequent specific individual projects, the relevant data may be subject to

changes and will be assessed and determined individually for each project. This

will depend on the particular characteristics of each individual project, especially

D2366542EN Printed in Germany GGKMD-AUG-02160.5

MAN Diesel & Turbo
86224 Augsburg, Germany
Phone +49 821 322-0
Fax
marineengines-de@mandieselturbo.com
www.mandieselturbo.com

+49 821 322-3382

MAN Diesel & Turbo – a member of the MAN Group

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MAN 32/40
Project Guide – Marine

Four-stroke diesel engine compliant with
IMO Tier III

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